Steyr-Puch Haflinger Four Wheel Drive Repair Instructions

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FOUR WHEEL DRIVE
LIGHT CROSS-COUNTRY
VEHICLE
4
-PUCH AKTIENGESELLSCHAFT
A
-
EI RES re -
Je
Fp о
EE 4
FA, le
FOR E WORD
He attach considerable importance to a precise knowledge of the car as well as to a rapid and expert |
execution of repair work, This has been our main object in producing the present repair instruction
intended for all workshops engaged in repairing our cross-country vehicle,
You wi71 also find in this book the technical data, sounting clearances and wear limits, A list at the
end of the book contains a description of all special tools needed and shows how to use them.
STEYR-DAIMLER-PUOH
Aktiengesellschaft
Graz Works
Page
N 0-1
Group 2 Engine N 2-1
|. Removing the engine ....................esemocrnorociconecaceaceroneoreooooor eric racaa 2-1
И. Stripping the engine ........................erorrerocorveraocenen enerdonoroereoconeacemcea 2-1
NI. Cylinder head and valves ......................riimesiee reo een aero arerereerererereres 2-2
IV. Cylinder ,...........e..e00recerorroeanesec aceros arenero aereo aa ee Zak
V. Piston ..............eoce. ennracorococecaceno coo erecco.. eeceneronecacanoraracereces eroccoco 2-7
M. lgnition distributor o.oo. viii eee ee 2-8
A EN
EN 2-10
IX. Connecting rod .................e.e.errrmeccoocerororonoaceceoaneneraorerarcorerareordareno 2-1
X, N 2-13
Kl. Lubrication ...........e.ecoceconaroneonorcanareo eco een arar caera ao aerea or ereees 2-15
AI, GOVErnor N . 2-18
XII, Fuel system ............e..eencconenenencaceocooeeree none e e ee eee . 2-2
A, Weber carburettor type 32 ICS LL... enenooeccocorerioanecocne. 2-2
Adjustment N 2 - 26
B. Pallas zenith carburettor type 32 NDIX ...................eeocccccenconcocrocerereaceeres 2-21
Adjustment ................enevoceonoceaoroorooverececeneroreceaooeeromeneaceciio aca 2-31
С. Fuel pump ,..............eocrecoorocoocranoooeoareccaces oeorocosooorrcacionecacao recono 2-3
XIV. General hints for the engine ......................e.e.r0ce0ccicaooocenooeoeroraoaor oe 2 - 32
Group 4 Chasis ..........rececenencanoooorecaocene recae error eee eoranoo orar racer ‚ 4-1
|. Separating body from chassis ,..............ee...00.ecccececocenoceoonoaconeraoerererea rió 41
IR Disconnecting front and rear axle assy .......................ee000r 00 000. eee 4-2
HI, Stripping and reassenbling the front axle assy 4.3
IV, Stripping and reassembling the rear axle assy oe . 4-6
V. "Backbone" tube .................eeeoecararereo re rear nar ancre naar caresse 4-7
Vi. Steering assembly ................e...reerrccsnoonereioeea rare eee ercer cerró 4 - 9
VII. General hints for the chassis see c ecran encens nee oeias 4 - 9
Group 6 Gearbox and differential assy …..................rccecessrrrccnrer ce recn care rc ccnen race. 6-1
|. Stripping the gear selector mechanism „..сеоооссоокозоооаеуоооовваторозсвоваовозавеечвоноыы 6-1
Il, Dismantling gear cluster ..................e....er00000e0000 00, ere 6-1
HI, Checks ........ ren. eveonenasionernaracosoatiorarco rar ereara enero enormes 6-3
№. Reassembling gear cluster ,....................ee.eccrceraceoceracenoreooevesoocoomerciós 6-4
Y. Fitting the crawler gear (only on models with crawler gear) ..................e0.00.0.0... 6-8
VI, Fitting the gear selector mechanism .....................e0eever000oeercee ee aria 6-8
Vil. Adjusting the crown wheel and pinion (differential ) easrceas 6-9
Adjusting the pinion (rear axle) ......... eocesoocrccaconcescaoconoocacacasoocarerononooaD. 6-9
Adjusting the front drive pinion ,...................erecsacorocconereocearacecenearens nene. 6 - 12
Adjusting the crown wheel position fear axle),...................00rereece ie o eee eaieió, 6-15
Checking the tooth Flank play ‚rer ER oe eran ane 6-17
Checking the tooth contact ..................e..erneeneraeonana re a ene oorererar veaióió 6-17
Adjusting the crown wheel position(front axle)....................... e eeresredeeeres 6-17
TABLE OF CONTENTS
|. Battery Le. een a cena ana era e nan sa nana nana aa nan nana na ana aa aa aan oocacocacoroos , 8-1
Il. Dyre-starter: Bosch LA/EJ 160/12/3000 + 1,0 R (1/5) Len 8-3
LH, Voltage regulator and cutout switch ..................e.ececoverececoarecoricoraconeeooo 8-1
N. lgnition Lee ce acer en ea case rase era pence nana ner sen aenaae ane a anna nan ana anna ana 8 - 10
y, Adjusting the head lights ...................e.ce.ercoocvorccooretocaeióeeoar ee авео, 8 - 12
Vi. Wiring ET EEE 8-12
Standard model ..............e.eecercorcocccorrorecacoecacone e corececa ión erroneo В = 18
Model with camouflage equipment.....................veoreccorocacerreceoarerreraos 8 - 15
Mode] with tropical ewuipment.......................ecoonccoccocccroreconecanecocee. 8 - 16
— Group 10 opecial tools ..............e...eeoneoo 2.000.002. 00 000000 00000080000704000 eecucrarocarecaaro ‚ 10 -1
od. Listof tools Lu... eee, …10-1
|. Application of special tools Lecce Cerne ener reenter. ... 0-2
Group 12 Wear limits and tolerances O 000.0. .... 12-1
July 1962
0-1
Group O : TECHNICAL DATA
Engine
Турё .onrecace nadacaooaarorconeorre
Bore. ..eocooc2oazresoro roo oa oeo .
Valves . . . .. | В & ® & + $ | VU A E)
Valve clearance . . « vo vo oo 0s 0 00 on vw oo
Lubritation ,......eooccaocoo een.
01) capacity ... © = + ex ME De . . ov os 0
Petrol supply ........... . 0.0 0. ...
Carburettor . .....o.oesocercorooo .
Settings: ..... .
Air cleaner. ....oo.e oo te cs ee ae ew
Electrical equipment . . . ..... ... во оч оо
Engine position , ........ +10 0000
Clutch
TYPE 0000.00 0.000 200010000000
Gearbox-axle drive assy.
Horizantally opposed Flat twin, four stroke engine, air-cooled
3.049 (80 mn )
2.5191 ( 6h m)
39.223 cu.in. ( 643 ce. )
7.2:1 (8:1) (65:1)
26.5 BHP SAE ( 2% BHP DIN ) at 4500 RPH :
— 28,9% ft. - lbs. (4 mkg ) at.2500 RPM
Jimits max. revolutions to 4500.RPM
49 30 before TOC 1.0, .2756' ( 7 mn) before TOC measured at the
double fanbelt drive pulley -.
Overhead .type |
Intake .006" {0,15 mm ) |
Exhaust .006" ( 0,15 ma ) To be adjusted when engine cold
Forced feed type Jubrication ( gear pump with ofl cooler and full-
flow micro oil filter ) a
3 pts, 10 fl.oz. ( Imp.) (2 itres ) .
Mechanical petrol pump
Weber 32 ICS, special cross-country domina © carburettor
Choke tube 27
Main jet 135
Air correction jet 240
Pilot jet 50
Oil bath aîr cleaner
Coil ignition, operating voltage 12 V, OC
Dyna-starter, Bosch 12 V / 240 W
Voltage regulator, Bosch
Starter selenoid, Bosch
Battery 12 V / 42 Asp,h.
Ignition coil, Bosch —
Spark plugs, Bosch W 225 T 1 or equivalent
Bosch distributor with centrifugal advance mechanism
At the rear of the vehicle, Flange mounted on the gearbox-rear
axle assy.
Single dry plate
Four forward speeds and optiona}lycone-crauler"gear
( all 5 forward speeds with positive synchromesh ), one reverse speed
July 1962 0.2
Speedometer drive: . . . ....... e... ‘orm driven off the front axle drive bevel pinion
Gear shift: ..... AL 0e see 6 roo o ar By floor-munted Tever
Axle A . .....co.racom. e... By means of crown wheel and bevel inion: he retitalebehulegers
and the axle shafts “to the spur ‘gears within the wheel hubs
TYDO: 20000000800. 0.0.8.0 0.4 08 «oo | Gearbox with rear axle drive assy, in one housing *
Transmission ratios: .
REE
Crown wheel-pinion: ...... N 4,2 ( % 9 )
Spur gear drive: . . .. . . u... RE: 14) optional 3.0 (39: 13) 23 (8: 16)
Gearbox: (Crawler gear 7.55 ) Overall transmission ratio vith spur gear r: ratio B : W be 8.5 )
1st gar 373 | В 42,7
mor 28 | a 5
Id gear 1.1 13.9
kth gear 0. (0,68) a 8.15 ( 7,75 )
re cor 25 TT wi
EE a +
Front axle drive
Drive operated by means of crownwheel and spiral bevel pinion pver bevel differential gears, axle shafts and homokinetic
universal joints (Rzeppa universal joint) to spur gears placed within the wheelhubs. The front axle drive operated by a jointless
propeller shaft from the rear drive, The propeller shaft runs vithin. the. "backbone" chassis tube which. unites the two axle
drive assy's. The front wheel drive may be engaged or disengaged whilst in notion by actuating a hand lever.
| Differential lock LL LL LL LL LL ALL ALL AS
Both axle drive units are equipped with differential locks which may be engaged individually whilst in motion,
heel suspension ( fully floating suspension )
Independent suspension of all the four wheels by means. of forked tubular steel swinging arms protecting the axle shafts housed
within them,
AE RA
Springing
Front and rear wheels suspended upon coil springs and additional hollow rubber springs of progressive effect.
Spring travel at wheels: 7.874" ( 200 mm ) max.
= a ewww aw eae
Foot brake: + ....000000 000000000 Hydraulic four-uheel brake. Generously finned Tight in alloy brake
drums vith integrally cast in castiron liners — |
Brake drum dia, 8:4645% (25m ) UU
Total brake timing; surface 101.99 sq.iña ( €58sq.cm ) -
Hand brake. ....... 71 ..e.,e...... Mechanical, operating upon. rear wheels.only . . .
July 1962
Steering assembly |
ZF-Gemer type steering assembly arranged as plicated steering with divided track rods,
Steering wheel revolutions а о еж оо еее ное ‚ 3
Min. turning-circle dia. d.......... .. 65 nm
Chassis
The chassis, consists of a central "backbone" tube wi th the front axle assy. and the gearbox-rear axle assy, flanged to it
and the four fully-floating swinging arms, Both the front and rear axle assy's carry steel cross members supporting the-road
springs and the bodywork ( platform ).
Road wheels and tyres
Disc wheels with rims 3,50 x 12, with cross-sountry tyres 145 - 12 or universal grip tyres 165 - 12
Tyre pressure front and rear: 20 - 24 Tbs, / sq.in. { 1.4 = 1.6 atm. ) for tyres 145 -122
© 14-2 lbs, / sq.in. ( 1.0 - 1.5,atn, ) for tyres 165 - 12
Bocy_
Level platform made of heavily rei inforced : and ‘осин sheet steel i ncorporating longitudinal and cross members with all edges
desi gned as box sections. The platform front end carries ‘the cowl supporting the headlamps, the instrument panel and steering |
colum bracket.The two front seats are adjustable forvards and backwards, The ste ring gear case and pedal bearings are fixed at
the floor of the front foot pan. Tool box, petrol tank, battery compartment, spare wheel and the two boxes to accomodate the
two collapsible rear seats are situated under the platform. A carrier to hold a 4 gal. jerry-can is also fitted,
The engine compartment is provided with two hinged covers; one at the rear end of the platform and one below the tailboard.
The platform is mounted on the "backbone" chassis on four rubber mountings ( silent blocs ).
The windscreen, complete with wipers may be folded down forwards,
The vehicle may be equipped with a small canvas cab and doors for the front seats only or optionally with large canvas cab and
four doors,
Specifications
Wheelbase 59.055" ( 1500 mm )
Track - front 4488* (1130 mm )
Track - rear 44,488" ( 1130 m )
Overall length without bumpers 111.417 | (2830 т)
Overall length with bumpers 117,519 (2985 m1) or 118,897 ( 3020 mm )
Max. width 53.149" (1350 mm)
Hed git of platform ( laden ) 27.559" ( 700 т)
Max. height ( laden, above steering wheel ) 51,181" ( 1300 mn )
Max. height with canvas cab ( unladam ) 68.503" (:7%0 mn )
Kerb-weight approx, 1345 166. ( 610 kg )
Total weight ( G.V.W. ) 2480 tbs. {1125 kg )
July 1962 ° 0-8
Specifications cont'd
Ground elearance ier guar mam ку 2 | | |
laden . CH mm 14
Fording depth 15,748" ( 400 mn ) |
Loading area behind front seats: — length 617629" ( 7540 mm )
vidth 50.196" (125 m)
surface 21 sq. ft. (1.9 sq. meters ) —
Capacities a О
Petrol tank 7 mp. gal. ( 32 litres )
Sump 3 pts. 10 fl.oz. ( 2 Yitres ) motor oil
Air cleaner o © 10.6 fl,oz, ( 0,3 1ítre) motor oil
Gearbox with rear axle °. pts. 10 fl.oz, (?-litres ) gear oil
Front axle - ; - 1 pt -15 fl.oz. ( 1 litre ) "gear oil
Backbone tube 17,6 fl.oz. ( 0,5 litre ) gear oil
Wheel drive casings ~~ 8.8 fl.oz, { 0.25 litre ) gear oil each
Steering gear LT fl,0z. (0,2 Titre. ) gear oil
Brake system | В: 8.8 fl.0z ( 0.25 litre ) brake fluid ..
Onroad ~~ - .3.6m. gal. ( 9 Titres ) per 100 km level road fuel consumption
Cross-country | approx. 6 - 9 pts, ( 3.5 - 5 Titres } per hour ~~ °
Road performances | ВЕ
Top speed ( at 4500 RPM ), 40 mph, { 64 kmh. ); or 36.25 ( 37.5 ) mph ( 58 (60) kmh, ); or 32.5 mph, (52 kmh. )
depending upon spurgear ratio,
Min, cruising speed in crawler gear ( at 2000 RPM 1.56 mph, ( 2.5 kmh.)
Max, hill-climbing ability on dry, non-skidding soil 50%; 59%; ESÍ depending upen spurgear ratio
July 1962 2-1
Group 2 : Engine
AT] indications as there are: Front and rear, 1.h.s. ( left hand side ) and r.h.s. ( right hand side ‘) always are given viewing
the vehicle from rear to front. The handling of the special tools mentioned in the text is given in group . ‘
|. Removing the engine
1.) Open the engine compartment rear door and remove. Release cath to open upper engine е comartuent Tid.
2, ) Disconnect positive battery cable. The battery is situated in a box at the 1.h.s. of the vehicle,
3.) Drain petrol tank,
4,) Remove skid plate or tubular underguard from under the engine,
5.) Take off the exhaust silencer: Slacken the clip and push it away; undo the wo silencer fixing seres,
6.) On models equipped with tropical oil cooling system, detach the intermediate deflector tube at the blover hood,
Slacken off the three hose clips of the air intake pipe ( "S" - shape , and remove same,
7.) Disconnect the petrol pipe from the fuel pump, Remove air cleaner complete with connection to carburettor.
8.) Remove blower hood ( cowl ), detach throttle control rod and choke cable from carburettor.
9,) Di sconnect both the groundstraps at the dyna-starter and pull through the 1.h.s. y inder fairing,
Detach the ignition coil cables. Then disconnect the three cables ( 30 h, DF, D+ ) at the dyna-starter and
pull through the r.h.s, front cylinder fairing underneath the intake mani fold, Disconnect the oi] pressure
switch at the soft rubber plug.
10.) Unscrew and remove the lower box section cross nonber of the engine comartoent.
11.) Undo the drain plug for the clutch ( bell ) housing.
Remove the engine: Undo the two upper and the two Tower engine fixing nuts, jack up the engine, pull out backwards
and lower down, | | |
|1.Stripping the engine
It is recommended to take the engine down in the following sequence:
1.) Drain motoroil from crankcase and oil cleandr, Detach governor control rod and remove deflector plate from oí] cooler.
2,) Undo the specíal nut for the double fan belt pulley ( insert a tommy bar into the blower fan wheel ). The special
nut is tightened with a torque wrench reading of 73.30 ft.-lbs. ( 10 око. ). Remove dyna. starter complete with
blower fan housing,
3.) Detach intake manifold complete with carburettor and detach exhaust manifold.
4,) "Remove. rocker over with gasketand oilbackflow tube with rubber seal.
5.) Discomect HT. - leads,
6.) Remove sheet steel fabrings of the air cooling system:
| a) two side covers
b) two covers of the front cover plate
c) the front cover plate
d) front deflector plate
| 1.h.s. cylinder
e) rear deflector plate '
July 1962 2-2
6.) Remove sheet steel fairings of the air cooling system: cont'd:
f) front deflector plate
a) rear deflector plate
1.) Undo the cylinder head nuts and loosen cylinder heads
8.) Partly unscrew tappet adjusting screws, after moving the rockers sidevays vithdraw the ps re rods and remove the
cylinder heads.
9,) Pull off the cylinder.
10. ) Detach pistons from connecting rods.
11.) Remove oil filler pipe complete with breather cap and detach the petrol hose at the fuel pump.
12.) Remove the petrol pump from the crank case.
13.) Detach the governor Vee - belt by removing the governor pulley.
14.) Remove clutch pressure plate and clutch plate .
15.) Undo the retaining bolt for the double Vee crankshaft pulley. The retai ning bolt is tightened with a tors
wrench reading of 86,79 ft. - Tbs. (12 мо. ). For undoing use flywheel holder part no, 501.1. 1001.5 - W 4
16.) Take off the of] cleaner and remove governor with its bracket,
17.) Remove the distributor.
18.) Undo the special belt for the flywheel. The special bolt is tightened with a torque wrench reading of 23 45 ft, - 165
( 32 mkg. ). For undoing use flywheel holder part no 501.1. 1001,5 - W 4 and pull off using the fies puller part
no 501,1.5531.2. |
19.) Take off the oil cooler. Note: When reassembling use new rubber seals,
20.) Undo the retaining bolts of the front camshaft bearing .
21.) Remove the oí] pump cover and take out both the pump gears.
2.) After slackening off of the crankcase bolts pull out the of] pump housing. |
23.) On-models vith an oil strainer fitted at the botton. of the crankcase remove same first. Then remove the Ш pup
. intake pipe. On older models remove the oil intake pipe complete with oil strainer,
24, ) Pull out both the machined barrel bolts fron the crankcase, all crankcase bolts and E crankcase,
25.) Remove the camshaft.
26.) Remove the crankshaft
21.)
| r,h.s. cylinder
Remove cam follower shafts, one of which carrying the fuel pump actuating lever.
Reassembling is done in the reverse sequence, particular attention must be paid to the following items:
NI, Cylinder head and valve - operating mechanism
a) Dismantling and stripping
1.) Strip engine up to and including para 11 / 8
2.) Clamp cylinder head into the device part no. 506, 1.55.021.0
3.) Press out rocker shafts, remove rockers, thrust washers and springs
++
æ
rig.
NN
or dg
2/1: Motor
engine moteur
— —
—
° А» 1.372 -
July 1962
4.) Compress valve springs with lifter, and remove valve cobters,
5.) Withdraw the valves from their guides. If the valve stem shows burrs at the cotter grooves ( after extended service ),
remove then carefully with a smooth file before withdrawing the valves from the guides,
b) Exani nation
1.) Inspect valve guides. The clearance between valve stem and valve quide, when new, is 00137 - ,0022"
( 0.035 - 0,056 mm ) for intake and exhaust valve, Wear limit : 00399 ( 0,1 м)
2.) Inspect valves,
a) For burned valve stem, |f necessary, regrind according to the description given under fig, 2 / [1 and fig. 2 / IH
the first number being the group number, the second the number of the illustration,
The measures for fig. 2 / |! being: -
For intake valve: |
382" (34.65 - 35.10 mm)
Ве 3,346" 3,37" (85,00 - 65,60 om )
(
(
Ca 313 - 3136"
be 06317 - 0649" ( 1.35" - 1,65.mm )
The measures for fig, 2 | II being:
For intake valve
Am 1.372 - 1.32 (3.85 - 5.10 и )
В = 3,354" - 3.3 ( 65.20 - 85.60 т)
С» „3138 - „138% (7,96 - 7.97 m )
b = 0631" ~ 0649" (1,35 - 1,65 m )
7.98 - 7,97m)
For exhaust valve:
A 1.254 - 1,263" (31,85 - 32.10 m )
B = 3,26 - 3,311" ( 83.50 - 8.10 mm ) -
C = , 3685 - .3688" ( 9,36 - 9,37 mm )
“be ,0531* - 0649" (1.35 - 1,65 mn )
For exhaust valve
Am 1,254" - 1,263" ( 31,85 - 32,10 mi)
B= 3.287 - 3,30" (83.50 - 84.10 m) |
Cm 3685 - 3688" ( 9.%- 937mm)
be 0531" - 0649" ( 1,35 1.65 mm )
b) For wear ( hard chromium layer on stem damaged). In the event of the hard chromium layer being worn through,
fit a new valve,
c) For eccentricity. Max. out of true .00078™ ( 0.02 mn ). See fig. 2 / IV.
3.) Inspect valve seat for wear pitting, When reseating the valves, keep the following things in mind: In cutting
or. grinding the 459 seat be careful to cut / grind the seat concentrically and without chatter marks; mil off only as
little as possible in order to permit repeated refacing. After milling the 45” surface, reduce the seats to the
dimensions indicated in fig, 2 / V, by means of two 15% and 75” cutters or grinding stones,
The middle of the face diameter of the valve should not be Tess than the middle diameter of the 45° surface of the
| valve seat,
Width of valve seats "A" Intake valve cor - 03937" (0 0,8 - 1 Om)
Exhaust valve „03937 - 04724" (10-12 п )
July 1962 2-4 -
c) Assembling
Assembling is dore in the reverse sequence paying close attention to the following items:
1.) The valve springs have been coiled progressively. The closer coils should be facing to the cytinder h head,
when the spri ngs are fitted,
2.) Fit the cylinder head vithout gasket or gasket cement.
3.) Always renew the rubber seals of the push rod cover tubes and of the oil backflow pipes s the latter are
from rocker cover to crankcase ) when reinstalling,
4.) Tighten the cylinder head nuts diagonally with a torque wrensh reading of 18 - 2.7 ft. - lbs. (2.5 - 3 ка ).
5.) The tappet clearance is L006" { 0.15 mn ) for both intake and exhaust valves when the engine is cold.
When adjusting the tappet clearance, first put the opposite cylinder into overlap position, ( both valves open )
and then adjust valve clearance. | o
On models with inspection doors on-the 1.h.8. and r.h.s. engine compartment sides, open the inspection doors fo
sisplify the adjusting of the. tappet clearance when the engine is mounted.
6.) If the valve seat inserts or the valve guides in the respective cylinder heads are beyond permissible wear limits,
those cylinder heads may be sent to the factory for reconditioning, -
7.) There are two types of valves, The valves differ in the number of ota grooves in the valve stens, The
older type valve stem has one groove, whereas the self rotating type valve stem has three grooves.
Note: Do not interchange spring retainers and valve cotters. |
A.) Disnantling -
1.) Strip the engine up Yo including para 11 / 8
2.) Turn crankshaft to TOC position, then pull off cylinder.
3.) Mark the cylinders to prevent interchanging.
B.) Examination
1.) Inspect cylinder bore for cracks and's scores.
2, ) Measure cylinder. | |
a) the cylinder-piston clearance of a new engine is 07 ( 0.035 - 0.045 mm ) for dia. 2.755 " ( 70m)
cylinders and ‚001574 = .0019684 ( 0,04 = 0,05 mm } for dia, 3.149" ( 80 mn ) cylinders.
Wear limit: 006" ( 0.15 mm ) max
Max. ovality when new 0006" ( 0.05 mn ), wear Timit .006" ( 0.15 mm ) max.
Determin the actual cylinder-piston clearance by Gauging cylinder and piston. Also s see iMustration 2 [Vi
and 2 / VII. |
Fig. 2/11
Erklárungszeichnung zum Nachschleifen der Ventile
Commentary drawing for regrinding the valves
Esquisse explicative pour remouler les soupapes
Cs учит
В -
rr
750
EinlaBventil Auslasventil
intake valve exhaust vaive
soupape d'admission soupape d'émission
A=34,85-35,1 C=7,96-7, 97 A=31,85-32, 1 C= ‚ 36-9, 37
B=85,00-85,6 b=1,35-1,65 B=83,5-84,1 1 b=1,35=1,65
Fig. 2/III
_ В
_b | |
В |
Nu S |
< er —— | .—
Y
se
Einlafventil Auslafventil
intake valve exhaust valve
soupape d'admission soupape d'émission
A=34 y 85-35 y 1 C="7 $ 96-7 $ 97 A=31 , 85-3 9 1 C=9, 36-9, 37
B=85,2 -85,6 h=1,35-1,65 B=83,5-84,1 b=1,35-1,65
Fig. 2/IV
Fig. 2/V
Erklärungszeichnung zum Nachfräsen der Ventilsitze
Commentary drawing for remilling the valve seats
Esquisse explicative pour refraiser les soupapes
И
A
6"
ра
| |
July 1962 | 2-5
b) Gauge cylinder wear: Example
cylinder gauging point parallel to gudgeon pin under 90” to gudgeon pin
about 5" ( 12 mm ) from 3.15137" ( 80,045 mm )
3.15036" ( 80.020 mm )
half way down 3,14999" ( 80.010 mm ) 3,15057 ( 80,025 m )
25-55 (6-12m) 3.1496" ( 60.000 mm ) 3, 14970 ( 80,005 ma )
from bottom edge | smallest diameter | a *
Cylinder wear: 3,1513 larcest dia.
- 3,1460" smallest dia,
Actual cylinder wear 00177 (0.045 mi)
Gauge piston wears Example
€) Gauge piston wear: Example
Measure stamped on piston s 79.96 mm = 3,14803"
Gauging as described under "PISTON" gives 33, 14556"
Actual piston wear „00237 (0,06 mm )
d) Total wear: Example
Cylinder wear ( re, b ) 0017 (0.045 m)
Piston wear (re. c ) „00237 (0.060 m )
Total weer ‚00414 (0,105 mm)
In this case a repair is not necessary as the total wear does not exceed 005005" (0,15 mm } provided there
is no excessive oil consumption.
3.) Check cylinder length, For series production cpmpression ratios of 7.2 : 1 (8:1), the length of the
cylinder is 3.937008 + .003937" ( 100.0 + 0.1 mm )
July 1962 2 = 6
C) Installing
installing is done in the reverse sequence paying attention to the following items:
1.) The cylinders are classified in two tolerance groups:
Group |. Standard cylinder dia. 3.J4%0 - 3.149096" ( 30.000
80.009 mm )
Low expansion piston, skirt dia, 3.14783 + 000181" ( 7.955 + 0.05 m )
Group |1.Standard cylinder dia, 3.049% - 3.15045% ( 80.009 - 80.019 mm )
Low expansion piston, skirt dia. 3.14822 + 000181 ( 19.9%5 + 0.005 mn )
2.) Lubricate the piston and cylinder bores well.
3.) The bottom end of the cylinder bore is well chanfered to faci titate the installation of the piston rings
4,) Rhe piston ring gaps must be placed under an angle of approx, 120°,
5.) The contact surfaces of both cylinder flange and crankease must be absolutely clean, as any foreign bodies
are bound to cause leakage and deterioration of cylinder flange and crankcase. Cylinder and cylinder-bead
are fitted without gaskets. o Ш s
When fitting new cylinders and pistons, carefully watch the clearances which must be correct. Excessive play
of the new parts might entail.piston slap.
6.) Chamfer upper edge of cylinder bore slightly by scraper ( see fig. 2 / VII).
Fig. 2/VII
July 1962 - 2-1
V. Piston
a) Dismantling and stripping
1.) Strip the engine up to and including Para 11 / 9,
2.) Remove gudgeon pin circlips with a suitable pair of pliers:
3.) Push out the gudgeon pin carefully in order not to bend the connecting rod, if you find. difficulty in
getting the gudgeon pin out, push it back and remove any oil deposits or burrs in the bosses. Do not
interchange the gudgeon pins, After taking them out, place them back in their respective pistons. -
4.) When removing pi stons- and / or piston rings, do not interchange them. Each piston ring must be reinstalled
into the same groove and in the same position as originally.
Note: Piston rings always must be installed with their lettering facing towards the piston crown (. Top" rings )..
5.) Worn out piston rings remove by means of piston ring pliers, also in case of heavy carbon deposits.
6.) Clean away oil deposits from piston crown and piston ring grooves, We recommend the removal of carbon
deposits from grooves by using a piece of an equal-sized piston ring, Never apply emery cloth upon pistons!
b) Examination
1,) Measuring the pistons
The gauging of the diameter is carried out at right angles to the qudgeon pin axis some .5" ( 12 mi)
from the Tower end of the piston skirt ( largest di ameter of the piston ). For measurements and wear
limits refer to the chapter " Cylinder ", | В
2.) Groove clearance of piston rings:
Play when new Wear limit
Ist ring .00177 - 00303 (0.085 - 0.07 mm) 06" (0.15 ма }
2nd ring 013M - 00240 (0.05 -0.0Rm) „00% (0,15 т }
0i1 scraper ring ,001" - „009% ( „В85 = ‚052 mn ) 004" (0,30 mm )
3.) Check piston ring gap. Insert the rings ap approx 1/48 i nto the lower part of the cylinder and use a piston
to line up, Gap of new rings: „012" = 018" ( 0.30 - 0.45 mm ) vear linit 040" (1,0 mm).
4.) Piston ring side clearance: When pressed into the groove, the circumference of the ring should be or (0.3mm)
under the circumference of the ring land.
5.) Check gudgeon pin play. The qudgeon pin used-is of the full-floating type and Ш be pushed in without effort
( engine cold ), the play when new being .OCO04" - ,000275" ( .001 - .007 mm ). |
Pistens and gudgeon pins are marked with white or black colour: | |
White « gudgeon pin boss bore dia, 787442" - .7676" ( 20,001 - 20,004 mm)
gudgeon pin dia, „787282? = 7876020 ( 19,997 - 20.000 mm )
Black = gudgeon pin boss bore dia, .787321" ~ ‚787442" ( 19,998 - 20.001 m)
gudgeon pin dia, „787164" - 787282" ( 19.99 - 19,997 m )
July 1962 . 2-8
c) Assembling
Is done in the reverse sequence, Pay attention to the follewing items:
1.) When installing ney piston rings, <r re-fitting old ones take care that the "Top" mark or the lettering
stamped upon the compression rings and oil control rings are pointing to the piston crown,
2.) As mentioned above, old piston rings must be re-installed in the same position as before.
3.) The rings must move freely in their grooves.
4,) The circlips must snap into their grooves and fit under tension.
5.) Autothermatic pistons must not be coupled with non-autothermatic pistons! ( difference in weight ).
Never pair pistons with displaced gudgeon pins, with pistons with centre qudgeon pin.
When re-fitting a piston with displaced qudgeon pin, take care that the pin displacement ( narrow side
of the piston ) points to the thrust side of the cylinder d.e. : 1.h.s. cylinder downwards
r.h.s. cylinder upwards
Vi, Ignition disteibutor
The distributor is installed by turning the crankshaft clockwise until the valves of the r.h.s cylinder are
in overlap position, At the same time, the TOC mark on the double - Vee pulley must be in the TOC position
( i.e. corresponding to the mark on the blower housing ). After the marks on the distributor finger and on the
distributor casing have been arranged so as to coincide, the distributor is inserted into the crankcase to-
gether. with the driving pinion previously fitted, Take care that the distributor finger does not move when
the pinions mesh. In order to facilitate the adjustment of the ignition setting as well as of the distributor
lubrication, install the distributor so, that the oil filler plug points backwards,
If necessary to replace the distributor drive pinion, it only can be replaced together with a matched bronze
driving worm gear for the crankshaft. The distributor drive pinion should always be fitted with a new grooved
dowel and a new Bosch fibre washer as well as the necessary shims to clininato excessive end float,
Before checking the ignition timing, inspect the contact boeaker ‚gap and the condition of the contact
points, The breaker gap is adjusted, after slackening the fixing screw of the contact carrier and turning
the eccentric screw or inserting a screw driver into the notch of the contact carrier. The contact breaker |
gap should be set to .016" (0,4 mm), which correspands to a closing angle of 57 - E gauged at the
distributor shaft, If dirty or burnt, clean the breaker points ‚With a contact file, replace if necessary,
The distributor cam lubrication pad should be greased with H. M, р. grease, but not excessively.
Ignition timing is carried out as follows: | a
Remove the 1,h.s spark plug, connect the H, 1. lead, earth the plug. Switch on ignition. Turn the crankshaft
slowly clockwise until a spark is produced at the spark plug, ie until the contact breaker points commence opening.
At this very moment the mark on the double - Ves pulley on engines 900 D, 500 DL must be ,236" - 393!
( 6 - 10 mm } and on engines 700 C, 700 AP / APT / APL and ST 600, .236" - 275" (6 - 7 mm ) before the
TOC mark upon the blower housing, |
July 1962 | 2-9
Also at this moment the mark of the distributor finger { with the distributor cap removed ) must correspond to
the mark on the distributor base. Ignition timing also can be adjusted by using a test lamp. The lam is wired
between termina) 1 ( condenser cable connect on ) and earth and lights as soon as the breaker points commence
opening ( the ignition, of course, must be switched on ). *
VII. Camshaft
E
a) Dismantling
1.) Strip engine up to and including Para 1! / 25
b} Examination
1.) Inspect rivetting of camshaft wheel. ( It i$ not permissible to re-rivet the helical gear ).
2.) Inspect wear of canshaft gear wheel: If wom replace only together with a matched timing gear fitted upon
the crankshaft. Check backlash with the help of the measuring device 50.1.55,047.0, which should be
„0004 - 00120 (0.01 = 0.03 mm ). For the engines from August omvards the play between oil pump
housing and engine crankcase has been modified so that in case of excessive backlash of the camshaft
gear wheels, the oil pump may be pushed towards the crankshaft ( using the special tool part number
501.1.55.053.2 ) ( 111, 2 / IX ). After this correcting measure the backlash must be checked again.
As the gear wheels are shaped after rivetting, camshafts with damaged gear wheels must be sent to the
factory together with their respective driving gear wheels in order to be replaced.
3.) Check wear of camshaft:
a) Check cam face ( uneven )
b) Check transversal wear of cams.
с) Check height of cams
Can shaft no. 501.1.0501.0 used in the engines 500 D, 500 DL, 500 DH, 700 AP / APL / APT and ST 600:
Can height .2015" ( 5.12 mm ) wear Nimit .0047' (0.12 m) |
Camshaft no, 503.1 05.001.0 ( sports node] camshaft ) ( of older design ) :
Cam height .2283' (5.8 mu) wear Timit ‚0047 {0.12 mm )
Camshaft 504.1.05,001.0 used in the engines of the 700 C model and the sports models:
Cam height .2362" ( 6.80 rm ) wear limit ;004™ (0.92 mm).
The camshaft is measured between two prisms by means of a dial gauge. See fig, 2 / X
Camshafts not worn beyond wear limit, may be sent to the factory for regrinding.
c) Assembling
1.) When installing the camshaft, watch the setting of the engine timing.
| The marking upon the helical gear mounted upon the damshaft must be exactly opposite to the mark
~ upon the crankshaft helical gear.
The timing can be measured at a ‚03937 ( 1 mm ) valve clearance and should be as follows:
Intake opens 3° before T.D.C. Exhaust opens 41 “before B.D.C.
Intake closes 41° after B,D.C. Exhaust closs 3 after T.D.C,
July 1962 . | д - 10
У.
2.) The camshaft end float is adjusted by means of shims installed in the camshaft bearings after assembling the
“two crankcase halves, The end float should be .008" ( 0.2 mm).
3.) The cam-follovers must be parallel to the respective cams. If necessary they must be aligned by means of the
special tool no. 501.1.55.038. )
Crankshaft:
E) Dismantling
1.) Strip the engine up to and including Para 11 / 26.
2.) Clamp crankshaft between adequate wooden or aluminium vice jaws after having pulled off the main bearing.
3.) Remove the double - Vee pulley locating key. | |
4,) Pull from the crankshaft, one by one, oil seal, auxiTiary bearing (aluminium alloy ), distributor driving
gear, spacer, camshaft timing gear, by using the puller no, 501.1 „5520. 2.
5.) Also pull off the second crankshaft main bearing ( tornary alloy ). Remove locating keys.
6.) Take off connecting rods and bearing shells ( see chapter "Connecting rod! )
7.) Remove welsh plugs from crankshaft and clean oil passages ( always use new plugs, and fix them well ),
b) Examination:
1.) Inspect crankshaft journals and connecting rod journals for ovality and wear,
2.) Check bearing clearances, |
a) Install bearing crankease. Assemble and bolt together both crankcase halves, For measuring purposes, tighten
only the four M nuts with a torque wrench reading of 28.932 ft. lbs. ( 4 mkg ).
b) Gauge the bearing bores.
Bearing clearances: Max. permissible ovality for the journals 0006" { 0.015 mm )
Crankshaft main bearings | |
For crankshaft with dia, 1,771" ( 45 mm ) journals ,0026" - ,0036" ( 0.065 -.0,092 mm.)
For crankshaft with dia. 1.929" ( 49 mm ) journals 0033" - 004" ( 0,086 -.0.102 m )
Auxiliary bear ng a. ‘Big end bearing
0023" - 0036" ( 0.060 - 0.092 mm ) 00%" - 0038" ( 0.037 - 0. 083 mm )
3.) Check crankshaft for eccentricity „009% ( 0.02 mn ). See fig. 2 / XI.
4.) Inspect crankshafts for cracks.
5.) Check end float .0067" - 014" ( 0.17 - 0.29 mi). Use special device no, 501.1.55.051.0.
6.) The special flywheel fixing bolt is tightened with a torque wrench reading of 231.45 ft. lbs. ( 32 жа )
7.) The double Vee - pulley fixing bolt is ti ghtened with a torque wrench reading of №. 79 #. 165. ( 12 mkg )
с} Reconditioning of crankshaft:
Flame hardened crankshaft
After regrinding the crankshafts, the hardeni ng of the journals must be checked and mst have 58 - 62 RC.
If necessary the journals must be rehardened,
Fig, 2/IX
Fig. 2/X
Fig. 2/XI
Fig. 2/XII
July 1962 2.11
Flame hardened crankshaft cont'd
We therefore suggest to send worn out crankshafts to the manufacturers for reconditioning.
Witrated crankshaft |
From engine no, 511.4406 of the model 500 D and from engine no. 515.2784 of the moden 500 D1 onwards the
crankshafts- have been modified, These crankshafts differ from the older ones by larger main bearing journals and
the hardening by nitration, After regrinding, these crankshafts must be re-nitrated. Therefore it will be
necessary to return them to the manufacturers for reconditioning,
The part number of the new crankshaft is 501,1.02,031.2.
d) Assembling and installing
Assembling is done in the reverse dequence noting the foltowing points:
1.) We wish to point out that crankshafts of the older design, i.e. with smaller main bearing journals were
temporarily built in nitrated finish and have the part no. 501.4.0201.2, For better distinction, all
those nitrated crankshafts have been marked with an "N" on one of the crank webs, This circunstance nust
receive special attention for repair operations, о
Crankshafts of older design part no. 501.1.0201.2 or part no, 501.4.0201,2 may be assembled exclusively
with the crankcase part no, 501. 1,0101,0. New type crankshafts part no, 501,1.02,031.2 only nay be
assembled with the crankcases part no. 501.2.01,001.0 er part no 700,1.01, 00. 0
2.) Install the camshaft timing gear, together with short locating key, The main bearing must be pushed upon
the crankshaft journal so that the off centre hole for the locating dowel is nearer to the crank web,
3.) Do not alter er modify any bearings. |
4) Care must be taken that the locating dowels engage properly in the holes of the bearings.
5.) Assemble the two crankcase halves and push in the two machined barrel bolts. Then tighten slightly the two
nuts ( M 10 ) of the one half and two nuts on the other half. Then tighten all four of them at
28,932 ft. - lbs. (+4 то). The other bolts of the crankcase may be tightened without torque wrench,
6.) After bolting up the two crankcase halves, gauge the end float of the crankshaft with the Flywheel fitted.
In the event of the end float being insufficient, insert one or more paper gaskets between flywheel and
crankshaft,
For fitting the crankshaft oil seals into the crank case, use the pressing device part. no. 501.1.5522
and 501,15523,
IX. Connecting rod
a) Removal
After loosening the connecting rod bolts, take off the connecting rod halvessand bearing Bhells, Mark
the shells of each of the connecting rods in order to prevent interchgnging when re-assembling, Care
mist be taken that the shells are refitted in their original position. The oil hole of the bearing shell
must correspond to the oil spray hole of the conrad.
July 1962 2-12
b) Examination
1.) Weigh the comecting rod ( only when fitting new ones ). The difference of weight between the two cone
necting rods must not exceed 5 grammes,
2.) Check wear and gudgeon pin clearance of the small end bush. Max. permissible clearance .002* ( 0.05 mn ).
With a newly fitted small end bush, the gudgeon pin must move in the bush upon gentle pressure of the
finger at 68° F (20% € ).
3.) Check connecting rod for alignment of the gudgeon pin. Control device part no, 501,1,55,049.1.
c) Installing
_ 15 done in the reverse sequence to that of stripping, Pay attention to the following items:
1.) New connecting rods with squirt holes
Fron engine no, 571.4443 of the model 500 D, from engine no. 515.3163 of the model 500 DL, and from
engine no, 535.0033 of the Haflinger model, the connecti ng rods have oil squirt holes drilled. These |
connecting rods must be fitted so that the holes point to the thrust side of the cylinders i.e, at ВЕ
the r.h.s, cylinder upwards, and at the 1.h.s. cylinder downwards, When fitting, take care that the
hole of the bearing shell is aligned with the hole in the connecting rod, The di ameter of the hole in the
shell is 138" (3.5m ), В
For these connecting rods the crankshafts have been adequately modi fied. Instead of two oil holes in each
big end journal, enly one hole is provided. Do not modify old bi g end journals with a view to changing
over to the new type lubrication. It is equally important not to use drilled conrods together with the
odd typo crankshafts, as this would entail a considerable loss of oi! pressure owing to the two oil
holes provided in each bi g end journal, The part number of this conrod is 5012.03.001,0 and as mentioned
above, shouid be used “exclusi vely for crankshafts with one oil dri Ting only, However it may be used
for crankshafts with two oí1 holes on each bi g end journal provided that big end bearing shells without
ofl squirt holes are mounted, But since only big end bearing shells with oí] holes are available, the shell
with the squirt hole must be mounted in the lower half of the conrod so that the other shell covers the
squirt hole of the conrod,
Please note that the old type crankshafts with two nil holes in each big end journal and the latest
type crankshaft with one each oil hole have the same part number, As spare part, only. crankshafts of the latest type
are available, but may be used in conjunction with conrods without eil squirt hole.
2.) In case of worn out small end bushes, never fit oversize gudgeon pins, After pressing in the small end bush,
drill an oil hole of dia, 18" ( 3 mm ). The gudgeon pins are clasified into two tolerance groups.
Black indicates an outer-diameter-of. 787164". 787282! ( 19.99% - 19.997 mm )
Khite indicates an outer diameter of .787282"- 787404" ( 19,997 - 20.000 mn )
The small end bushes-therefore must be finebored to an inner di aneter of
165110" — 708228" ( 20,014 - 20,017 sim ) for:black.resp: to
e 787953" = 788071" ( 20,018 - 20.021 mm ) for wiite qudgeon pins.
July 1962 2-13
3.) When refitting used big end bearing shells, pbserve the marking ( See : "Regoval" para IX / a).
4.) The connecting rod fixing bolts must be tightened with a torque wrench reading of 21.669 ft, lbs. ( 3 mkg ).
They are locked by punching the collar into the notch provided in the comecting rod ( staking ). Use a
smooth edaed-too? for this operation. |
5.) When tightening the conrod fixing bolts, particular care must be taken that the top and bottom halves of the
connecting rods are correctly aligned. We recomend to insert two feeler gauges .006 - 010" ( 0, 15 - 0,25 mn }
corresponding to the axial play between conrod and crankweb when tightening ( see fig. 2 / XII).
This is important as the diameter of the fixing bolts is smal ler than the diameter of the holes in the conrod.
Therefore the lower conrod halves do not align automatically. After tightening the fixing bolts at 21,699 ft. 1bs..
( 3 mkg ) the connecting rod should turn under its own weight. Do not alter or modify bearings. |
X. Clutch | |
a) When fitting the clutch actuati ng shaft and lever assy note the following:
— Push the withdrawal race complete with fork back into the bellhousing until the contact surface of the
graphite ring lies 1.732" - 1.751" ( 44 - 44.5 nm ) deeper than the flange of the gearbox / belihousing.
Then insert the clutch actuating shaft into the splines of the clutch withdrawal fork so that the clutch
actuating lever is parallel to the rear axle and secure in this position.
b) The clutch pressure plate is adjusted by the manufacturers and further adjustment is usually not necessary.
If however, after re-facing the pressure plate or if clutch take~ up is irregular, re-adjusting of the
clutch mehcanism proves necessary, proceed as follows:
The height of the withdrawal ring is to be adjusted by means of the two adjusting screws with slotted nuts
( when re-adjusting always use new nuts ), so that the contact surface of this ring is 551" ( 14 am ) from
the upper side of the base plate and .669' ( 17 mn ) from the Tower side of the base plate ( contact surface
of the clutch bas plate upon the flywheel ). The adjusting nuts must be tightened uniformly so that the max.
out of true of the clutch withdrawal ring does not exceed „008 " ( 0.2 mm ). Check by means of tool part
no. 501.1.55.051.0. (see fio. 2/XI111). |
c) When installing the clutch, use the dummy shaft part no, 501,7.5524, The max. permissible out of true of the
clutch plate 15 „02% ( 0.5 mn ). If necessary, check between centre points, Adjust by means of adequate
setting forks,
d) Do not interchange clutch thrust plates assy of models 700 C, 700 AP / APL / APT, 650 T and 500 DH with those
of models 500 D and 500 DL. The appearance of both types is ddentical but the clutch thrust plate assy for
models 700, 650 T and 500 OH is equipped with 6 thrust springs painted red: The part number for the above
models is 700,1.16.301.0. |
The clutch for models 700, 650 T and 500 DH have "TEXTAR" Tiners.
The part number for the clutch thrust plate assy for models 500 D and 500 DL is 501.2.15.301.0.
July 1962
e)
E
New type clutch for models 700 APT,
The difference between the above described type and the new type is as follows:
The new type clutch is reinforced i.e. has harder springs and is designed for better heat dissipation,
The clutch springs are insulated by means of porcelain spring supports,
The flywheel clutch assy is higher by .59" ( 15 mm ).
Clutch plate
Thickness of the clutch plate with Tiners Fr ( 7m ) and under pressure .335" f 5 m )-
Max. wear of the total lining thickness .06" (1.5 м)
Max. out of true 02" (0.5m)
Max, out of balance 5 cmg,
Clutch assembly |
In case the contact surface of the clutch pressure plate becomes scored or uneven, it must be surface-ground.
In case more than 02" ( 0.5 mm ) have been taken off by reconditioning, ground steel washers of correspon
ding thickness must be inserted underneath the spring supports, | ) |
The height of the withdrawal ring above the upper side of the base plate is .866" ( 22 mm ), gauged with a
new thrust plate and a new clutch plate. For adjusting the withdrawal ring proceed as cotlined under X /b.
Max. out of true of the withdrawal ring: .016* ( 0,4 m ). | о
Travel of the withdrawal ring: 1275" (7 mm) gauged on its face.
Colour marking of the clutch springs: red, | |
Number of clutch springs: 9
Exterior diameter of the clutch springs 1' (25,4 m ).
Diameter of spring wire: 138" (3,5 m ).
Length of the clutch springs: 1.653" (42 mm ).
Dead travel at the clutch pedal: 787 ( 30 m). |
Gap between withdrawal race and
withdrawal ring: 078" (2m).
Max. out of balance of the clutch assy is 15 cmo.
The out of balance is indicated by colour markings:
0-5 cmg. no colour marking
5. 15 cng. white colour marking at the point of the max. ont of balance,
Fig. 2 / XIII
Fig. 2/XIII
: >
501.2.07.002.7
501.1.07.054.1
=
A ale
wh, olen gi
=” er Wn ak a
| AA
“iy =
t
а ный
чо
5011070557
— |
la—— 4,57 (115 та) — — >
8,96" (176 m)
MAX, = 5,12" (130 m1) correct distance
for "max" mark
4,57 (11£ па)
resp, 4,96" (126 m) distance of MÍN. » unchanged
"max," mark on previous models
July 1982 | 2-1
XI. Lubrication
1.) After stripping the engine, clean all ailways of the crankcase and the crankshaft from oil sludge which
might have accumalated there, When cleaning the crankshaft, it is not sufficient to flush the oilways
with petrol or kerosene; remove the welsh plugs of the crankshaft and clean, all the cavities thoroughly.
Mhen*assembling, new plugs have to be pressed into the crankshaft,
2.) 011 filter |
As the life of an engine primarily depends upon the good function of the oil filter, its fitting, and
especially the assembly of the various by-pass valves has to be done with great care,
Type | a |
The first engines fitted with the oil-filter housing no, 501.1.0721,2 ( without partition wall ). The.
corresponding cover had the part no, 501.1.0735.2. As by-pass valve, a ball -valve was fitted in the tube
of the filter cover, For this by-pass valve, a 3/8" ball part no. 22753 with a spring part no. 501.1,0748
{ wire gauge OAT ( 1.2 m ) ) vas used. | ;
When checking this type of by-pass valven take special care that the i ni tial tensi on of the valve spring
is correct, The depth of the dia. 413° ( 10.5 m ) hole in the tube is 1.83" ( 46.5 m ). Only vith
this depth the pre-tension is correct and guarantees that at a pressure difference of 10,5 lbs / sq.in.
( 0.7 atm, ) before and after the filter, the oil reaches the bearings via the by-pass valve,
This type is no longer supplied, Therefore i n case of damage to o:lfilter cover or hous ng, 2 complet
cover and housing of the Tater Фура must be crdered.
Type |!
This type is characterized by a reservoir in the oil filter housing, The part number 501,0721,2 has remained
the same. The oil-filter cover has.been modified too, and has now the part no. 501.2,07.035.2. The by-pass
— valve vorks on the same principal as in type |, but the valve spring part no. 1.07.09.17 ( Wire gauge
| «027'( 0,7 mm), Tength 2.44" ( 62 mm ) ) and the ball part no. 900,6119 / dig. „354 ( 9 mm ) have been
modified, - | Ш
Larger micro filter. Note:
The by-pass valve for this type of filter is no longer a ball valve, but is a mushroon type valve, the
same as used for the oil pump. For mushroom vaive part ro, 501.1.07.05% with the valve spring part no,
501,2.07.0%.1. | |
The length-of this spring is-1,77* + 039" (45 + 1.0 mn ) when unloaded, that means, that the spring
must not be shorter than 1.77 ( 45 mm ). The by-pass valve opens at a pressure difference of about 11,7
lbs, / sq.in. ( 0.8 atm, )-before and after the filter, | 4 |
Whenever the filter is-removed or replaced. check the tightness of the by-pass valve simply by inspecting
the valve seat, If necessary, reseat the mushroom valve with a few gentle taps using tool no. 501,1.55.052.1.
A leaking valve seat causes increased engine wear, as in this case unfiltered oil reaches the lubricating
points. The micro ofl filter cartridge part no, 501.1.07.068.1 must be replaced at least every second ofl.
July 1962
2 = 16
3.) 0i1 cooler
When fitting the oil cooler, always use new and genuine rubber seals, Fit oil cooler to the crankcase squarly
and evenly by uniformly tightening the fixing nuts in order to avoid a straining of the oil cooler,
4,) Oil pump and ofl pressure control valve
a) When installing the oil pump, ensure that the pump gears are not touching the pump cover; on the ether hand
their end float must not be excessive either ( end float pump pf gears .COWE" - ‚0027 ( 0.04 - 0,07 mn ).
When installing the oil pump, crank the engine in order to ensure that the ofl pump drive fits well into
the slot of the camshaft,
b) When replacing single components, do not interchange parts of different types. Up to date two types have
been used, differing only by width of the pump gears, For Mark | 472" ( 12 mm ) and Merk II ‚59 ( 15 м).
Mark | Pump gear width 472" (12m) Mark 11 Pump gear width ,59" ( 15mm )
Pump housing 501.1,0701 | Pump housing 501.1.0796.1
Driving pump gear 501.1.0703 | Driving pump geár 501.1.07.098.1
Driven pump gear 501.1.0704 Driven pum gear 501.1.07.097,1
Spindle 501,1.0705 dia, . 472" (12m ) Spindle 5011.00.09 dia, 4725 (12m)
Jength .905" ( 23 м) length 1.023" (26 m )
There are also two types of oil pressure control valves (see fig. 2/XIV)
Mark ! with barrel comprises of: = Mark Il with mushroom valve comprisesof:
Pump cover 501.1.0701.2 ‚Pump cover 501.2.07.002,1
Barrel valve 501.1.0%9 Mushroom valve 501,1.07,054,]
Screw plug 501.1.0708 | Screw plug 501.1,07.055.1
Coil spring 501.1.0%8 | : Coil spring 501.1.0748
Mark | pump eover, barrel valve and screw plug are no Tongar- manufactured but “a modfffcatiomofthe mark! | -pamp
cover îs possible, This modification consists of boring out the hole for the barrel valve to a depth of,866"
(2 m) with a dia. ef 531" (13 mi) drill. Then cut the valve seat using the face cutter part no.
501.1.55,045.0 and seat the mushroom valve by gently tapping using the tool part no, 501.1.55,052, This
modi fication permits the use of Mark || mushroom valve 501,1.07.054 and Mark Il screw plug 501,7.07.055.1
The 0i1 pressure should be gauged at an oil temperature of about 176 - 19° F ( 80 - 90° C ) with the
engine at operating temperature,
Mark 1 oi] pump and Mark | pressure control valve:
The idling pressure should be 14.5 - 36,7 lbs. / sg.in. ( 1 - 2.5 atm. )
The max, pressure at 4500 RPM should be 42,7 - 6% 1bs, / sq.in, ( 3 - 4,5 atm, )
Mark | oí] pump and Mark || pressure contro] valve:
The idling pressure should be 14,5 - 36.7 lbs. / sq.in. ( 12.5 atm. )
The max. preseure at 4500 REM should be 56.9 - 71.1 lbs. / sq.in. ( 4 - 5 atm, )
July 1982 2 - 17
. Mark || oil pump
The idling pressure should be 21.3 - 42.7 bs, / sq.in ( 1.5 - 3 atm)
The mex. pressure at 4500 RPM should be 56,9 - 78,2 lbs, / sq.in. (4-5.5 atm, )
Insufficient ei] pressure: Causes and their remedy
A) Mark | oil pump with Mark If of] pressure control valve
a) Pressure fluctuating
Cause:
Fartly seized barrel valve, movement impaired
Remedy: |
Polish barrel valve, turn off the diameter above the groove by about L004" - ,008" (0,1 ~ 0.2 mn ), then
polish it also, Ream the bore of the oil pump cover with a dia, 12 H 9 reamer.
To obtain a close seat, tap the barrel valve gently into the pump cover, using a soft drift.
b) 011 pressure insufficient at low engine speod, but normal at full throttle |
Cause: o -
Barrel valve leaking at its seat —
Remedy:
Remove the barrel valve. Clean the oil pump cover by using - the face cutter 501,1,55.045.0 and в the
barrel valve into the pump cover as above. |
c) Required oil pressure reached when engine cold, but insufficient at operatirg temerature, pressure
fluctuations occur, In this case, the barrel valve may be Jeaking as well, Mcstly however, a defective oil pump
will be the cause, e.g. excessive end float of the pump gear or, a driven pump gear installed with the more
chamfered teeth pointing towards the pump cover ( instead of the other way ‘round ) er, a driven pum gear
excessively chamfered on both sides, 0i1 strainer leaking e.g. at the intake elbow or at the fixi ng Flange.
d) Insufficient oil pressure when cornering | | TE»
Cause:
Too little oil in sump, or oil pump output insufficient ( see above ) or oil strainer too far from the bottom of the
crankcase, | -
Remedy:
Top up to eorrect oil level, Bend oí] intake elbow into position, о
a) 0i1 pressure drops at very high cruising speed and with very hot engine, but returns to normal when speed
is reduced,
Cause:
Too much oil in sump- 0i) foams through being whirled up by the crankshaft, and the oil pump not only
takes in oil, but also air bubbles, thus reducing-the oil pressure.‘
Remedy:
Drain oil to conrect level, Note: For checking the oil level just insert the dip stick, do not screw it home.
July 1962 - 2 = 18
Check the max, mark of the dipstick according to Fig. 2/XIV, amend if necessary. For engines built up to 1959
(116 mm of max. mark) resp. built up to 1962 (126 mm max. mark) a larger filling capacity of oil has been provided,
The filling capacity has been reduced, and according to it the dipsti cks have been altered (130 mm max. mark),
dipsticks with 116 mn resp, 126 m marks have to be dressed subsequently,
Excessive oil pressure, up to 213 bs./sq. in. (15 atm. В thus damaging the oil cooler and oil pressure switch,
a TL o
Cause:
Seized barrel valve stuck in closed position
о) No oil pressure at all, neither at idling speed nor at high speed,
B)
Cause:
Remedy for f) and g):
Replace. the complete pump cover assy,
Mark | and Mark | oil pump vi ith Mark I! oil pressure control valve, Except fer seizing, the same defects as for
the mark || valve may occur, “Moreover, this system is highly susceptible to dirt causing leakage, as the actual
working stroke of the valve does not exceed 016" ( 0.4 mn), Chips which may be getting caught on the valve seat
may therefore considerably reduce the oil pressure, То cbviate dirt being caught on the valve seat a very narrow
seat has been provided in the pump cover. Refacing cr hammering will widen this seat thus defeating this object.
In all cases where the above mentioned operations of reseating cr hammering in of the valve or after a long
period of service the valve seat has widened beyond permissible limits, it must be reseated by using the face cutter
fur the oil pressure control valve part no. 501.1.55.045.0 in order to restore the sharp edge. After refacing the
seat the valve must be hamered in, using the special toel part no, 501,1.55.062.1,
Xi. Governor
The engines sf the models 700 #P / APL / APT and the stationary engine ST 600 are fitted with a Vee-belt driven
centri fuga] -type governor, that gaverns the crankshaft speed to 4500 RPM on models 700 № / APT and adjustable to
3200 and 4500 RPH on models 700 APL and to 3200 en model ST 600,
This eovercer has been set to a maximum crankshaft speed of 4500 RPM. When checking the governer always make sure
— that the abnve crankshaft speed is not exceeded, |f no revolution counter is at your disposal, you may provi sionally
| check with speedometer readings,
At 4500 [PM the max. roadspeed of the vehicle should be:
With a spur ratio cf: 3.0 2.71 2.38
1st gear 6.2 mph, (10 kmh, ) 6.8 mph. (11 kmh. ) 6.8 mph. (12. 5 keh, )
2nd gear 10,5 mph, (17 kmh.) 11.8 mph. (19 kmh, ) 13.6 mh, (21.0 kmh, )
3rd gear 18,6 mph. (30 kmh. ) — 21.4 mph. (3 kmh. ) 23.3 mph. ( 37.5 knh, )
4th gear 32.3 mph. ( 52 kmh. ) 36,0 mph. ( 58 kmh. ) 39.8 mph. ( 64.0 kmh. )
)
resp. (37.3 mph. ( 60 keh, ) )
July 1962
- The free movement of .the governor linkage and especially the shafts is essential for troublefree operations of
the governor, Additional adjustment is possible at the ball joint of the linkage whereby the closing angle of the
butterfly throttle.may be varied. —
The initial of the governor is as follows: . 2.
With the governor in neutral position the governor lever should be in vertical position, if. necessary reset it cn
the splines of the governor shaft, Take care that the governor lever does not touch the oil. filler pipe.
Adjust the stop screw of the throttle spindle so that the governor lever lifts slightly so as to release the
actuating plunger of the governor ( Dead travel at the governor lever in height of the ball joint approx. ‚4 (1m )),
Now set the governor linkage travel as follows: | |
Remove the connection airfilter to carburettor, open the carburettor throttle to full bore so that the governor
throttle ( butterfly valve ) can be seen through the carbursttor, Pull at the governor Tever so tat the governor throttle
closes and insert inbetween the bore of the intake nanifold and the butterfly valve a Jength of vire Dia JOO" (10m)
( Fig, 2 / XIX ) so that the governor throttle cannot close completely but leaving an annular gap, |
Mark on the governor control rod this position enabling you to see exactly when the governor throttle is closed to
gap “of -.040" (1mm ) during operation. Start the engine and rev up, At 4500 RPM the governor throttle must close
to the before mentioned gap. In case this gap should be less it is possible that the butterfly valve gets stuck
causing Fluctuating running of the engine as it will open all of a sudden when the crankshaft speed has dropped
considerably. This gap may be adjusted by turning the ball joint ( Fig. 2 / XVI).
To achieve correct governing the tension of the governor linkage return spring must be adjusted as well,
The length of the spring should be 1,574" - 1,653" ( 40 - 42 mm ) gauged from the first to the last coil when
mounted ( Fig. 2 / XX ). For adjusting slacken off the locknut of the spring fixing stud at the blower fairing.
After adjusting the governor linkage etc., check the max. crankshaft speed by means of a revolution counter. If
there is none at hand , proceed as follows: Check the hubgear ratio. To facilitate this.ipb numbers. ane-stamped
on the wheel flange ( hub ).
A'13%indicates that the hubgear ratio is 3.0 with a max. roadspeed of 32.5 mph. ( 52 kah, )
A'i4indicates that the hubgear ratio is 2,71 with a max. roadspeed of 36.25 mph, ( 58 kmh, ) at 4500 RPM
A'J6! indicates that the hubgear ratio is 2.38 with a max, roadspeed of 40 mph, ( 64 kmh, ) at 4500 RPM.
With the hubgear ratio known drive the vehicle flat out on a level road and check whether the max, engine revs
are obtained or not. It is essential to execute this test only with warm engine or after driving some 3 miles ( 5 km)
“and at temperatures well above freezing point, It is also advisable to check the speedometer reading against a
stopwatch in order с; compensate misreadings. In case the vehicle cannot reach its max, roadspeed or exceeds
same considerably, the governor itself must be readjusted. For this job remove the centrifugal governor complete with
its mounting flange and drive pulley after undoing both the hexagon fixing nuts,
Speed regulation is done by uniformly turning the two self-locking nuts, thus modifying the initial tension of the
governor springs. ( See fig, 2 / XV ).
July 1962
By clockwise turning of the nuts, the speed will be increased. whergas by anticlockwise turning of the nuts it will
be reduced. Uniform adjustment of the two nuts is important, to prevent unbalance and excessive wear of the governor
mechanism, By turning the adjusting nuts. by 1/2 turn the roadspeed in topgear will change by:
93 mph. ( 1.5 kmh. ) with a hubgear ratio of 3.0 | ВЕ \
1.25 mh, (2 kmh..) with a hubgear ratio of 2,71
1.56 mph. (2.5 kmh, .) with a hubgear ratio of 2,38
a} Governor upon test bench:
1, Governor weigths begin to open at 2580 RPM governor speed
2. Heights end thefr movement at 3100 RPM governor speed — | |
3. Between the revs given above the plunger travel is about 196" (5 м), |
4, Turning the adjusting nuts by about 1/2 a turn moves the working range of the governor by about 100 RPM,
b) Governor mounted in the vehicle: a
Due to the load of the return spring the flyueight of the governor will be opened fully at-3600 RPM govarnor
speed. This corresponds to a crankshaft speed of about 4500 RPM. As there is a transmission ratio 1,2 : 1
governor to crankshaft, It is essential that the governor is adjusted such that the vehicle reaches its max.
roadspeed, specified for its hubgear ratio, as othervice the engine Tife will be shortened.
In case it is impossible to adjust the governor linkage so that the engine speed is controlled properly
( engine speed is fluctuating ) it is an indication that there is excessive play in the governor linkage,
Check the following components:
a) Governor push rod
b) Governor lever upon the splined shaft
c) Ball joint
d) Light alloy bearing on the intake manifold
e) Clearance of the grooved dowel in the slot of the governor throttle spindle.
f) Play of the butterfly shaft in the intake manifold |
When assembling or replacing the various components be careful not to interchange with parts belonging to
governors of different types. | |
On engines for cross-country trucks 700 AP / APT the governor part no, 700,1.14.013.0 is used in conjunction
with the governor pulley part no. 700.1,14.004,1, the drive pulley ( upon the crankshaft ) part по, 700.1.02,002,1
with an outer dia of 2.086" { 53 mm ) and a Vee-belt 8 X 450 part no, 900.4408.
Note:
After adjusting of the governor, do not forget to replenish the oil in the governor housing.
Fig, 2/XV
Fig. 2/XVIII
July 1962 | 2.7
2, ) Governor: for: node] 700 APL
This type of governor differs from the one descri bed above by its Avo-speed switch, which permits two speed
ranges, the first correspond; ng to the usual road use at 4500 REM and the other for stationary operation at 3000
APN. Instead of the return spring another spring is fitted upon the governor itself. For the first-( low ) range
this spring has an initial tension of 1187 ( 30 mm } adjustable by regulating the adjusting sleave, For the
second ( high ) range, the initial tension is increased by .531" ( 13.5 mm ). As drive-pulley ( crankshaft ) the
part no, 600,1.02,001.0 with an outer dia of 3, Hé! ( 85 mm ) is used, The transmission ratio is 1,3 : 1, The
| Vee-belt 8 X 500 has the part no, 900.4409, Setting and adjusting of the centri fugal weights are the same as for
“models 700 AP / APT.
3.) For governing the stationary engine ST 600 the centrifugal governor is adjusted so that the flyweights comence to
cpen at 3660 RPM and are entirely opened at 3900 RPM governor speed. The part number of this governor is 69%,1.14.
005.0, The plungar travel ís 1.196" ( 5 m ). | | | |
The governor drive is the same as for the models 700 APL, The return spring is adjusted to about 1,968" -2"
(50-51 m).
XI], Fuel system
A. Weber Carburettor type 32 ICS used on models 500 DL, 700 AP / APL / APT and 700 €,
1.) General remarks
The Weber carburettor type 32 ICS is a special cross-country downdraught carburettor, The devided float chamber with
two floats ensures correct fuel supply under all conditions e.g. or transversing steep inclines.
The carburettor has a central air intake and is of a waterproof and dustproof design. The bore of the light alloy
diecast carburettor body is 1.22" ( 32 mn ).
2.) Structure
‘The carburettor consists of two main components.
Carburettor cover ( see fig. 2 / XXI ).
The cover carries the fuel connection, the fuel strainer with water seperator, the float assembly wi th shock-
obsorbing float needle and the choke butterfly with poppet valve, The carburettor cover 1s designed for central
air intake i.e, all air is drewn through the air cleaner, which ensures dustfree air also for the venti lation
of the bow! and the idling air bleed, |
Carturettor body ( See fig. 2 / XXI ) ;
The body houses the throttle butterfly, the throttle spindle with its abutment plate and the slow running adjustment --
screw ( volume control screw ). | a | |
Attached to the throttle spindle are the throttle lever, the return spring, the throttle- and choke connecting
rod and return spring, and the accelerator pump actuating Tever,
July 1962
Besides the parts mentioned, the carburettor body houses the accelerator pump with actuating rod arr spring, pump
Inlet valve with backflow bore and pump injector assy.: the main jet system consisting of main jet, emision tube
and air correcting jet, atomizer and choke tube ( venturi ), the idling systen consisting of pi Mot jet, idling air
bleed, volume control screw, slow running outlet and bv-pass bores.
tion
Aga n the carburetor may be regarded as consisti ng of tuo systens:
First the slow running system which has to prepare the air / fuel emulsion for idling and for the transfer and
second the main jet system with accelerator pump 9%! су supplies fuel for the range from the transfer to full
throttle. There is no seperate starting system as the closi ng of the choke butterfly will cause sufficient
depression in the choke tube to operate the mainjet system. | |
Function of the slow ruming system ( fig. a )
The idling mixture is controlled by:
The fuel drawn from the emulsion well { 8 ) passes through the canal ( 16 ) to the pilot jet (1%). An emulsion
issformed with air drawn through the calibrated air bleed ( 13 ) and via canal (15 } and the idling orifice ( 18 )
adjustable by the volume control screw ( 17 ),this emulsion enters the mixing chamber underneath the butterfly ( 19).
In the first stage of the transfer additional emulsion is drawn through the by-pass holes (20).
a) The pilot jet for metering the fuel supply
b) The pilot air bleed for meteri ng the air for the production of the slow running emulsion
c) The volume control screw for the control of the slow running emulsion rate
d) The air strean entering through the butterfly gap |
Slow running
The slow running system also constitutes in its operation an auxiliary carburettor, The fuel required for idling,
which is drawn from the main jet system is metered by the pilot jet and mixed with air admitted through the
calibrated pilot air bleed. This slow running emulsion is led downwards by a channel to three small holes at
and downstrean the throttle butterfly, It is possible to vary the cross - sectional area of the lovermost of these
tree holes by means of the volume contro] screvs, When the throttle butterfly is closed, the idling emilsion is
cram into the inlet mainifold through this orifice. The two upper holes, which aró termed-by - pass holes, have
a different function, Idling emslsion is also drawn through the hole located in the throttle aperture, as it is in
an area of very high depression, The other by - pass hole, which is situated slightly above the throttle butterfly
in. the, closed position, comes into action only: when the butterfly is slightly open, These two holes carve to
improve the transfer from the idling to the main jet system, Incoming air admitted through the throttle aperture
forms the idling mixture with the idling emulsion,
The idling mixture may be weakened or enriched by means of the control screw, Turning the screw in a clockwise direction
( = reduction of cross sectional area ) vealens the idling mixture; ant! ~ clockvize rotation ( increase in cross
sectional area ) provides a richer idling mixture.
July 1962 | 2 -
2, ) Governor for model 700 APL
This type of governor differs from the one described above by its two-speed sui itch, whi hi permi ¡ts two spood
ranges, the first corresponding to the usual road use at 4500 REM and the other for stationary operation at 3000
APY, Instead of the return spring another spring is fitted upon the governor itself, For the first ( Tou ) range
this spring has an initial tension of 1.187 ( 30 mm ) adjustable by regulating the adjusting sleave, For the
second ( high ) range, the initial tension is increased by .531" ( 13.5 mn ). As drive-pulley ( crankshaft ) the
part no, 600,1.02,001.0 vith an outer dia of 3.346" ( 85 mn ) is used. The transmission ratio is 1.3 : 1, The
Vee-belt 8 X 500 has the part no, 900.4409, Setti ng and dust ng of the centri fugal weights are the same as for
models 700 AP / APT.
3.) For governing the stationary engine ST 600 the centrifugal governor is adjusted so that the flyvei ghts commence to
cpen at 3660 RPM and are entirely opened at 3900 RPM governor speed. The part number of this governor is ESO.1.14.
005.0. The plungar travel is 1,196" ( 5 m). | |
The governor drive is the same as for the models 700 APL, The return spring is adjusted to about 1,969" - 2"
— (50-5)m). |
XIII. Fuel system
A. Weber Carburettor type 32 ICS used on models 500 DL, 700 AP / APL / APT and TOD €,
1.) General remarks
The Weber carburettor type 32 ICS is a special cross-country downdraught carburettor, The devided- float chamber with
two Floats ensures correct fuel supply under all conditions e.g. or transversing steep inclines.
The carburettor has a central air intake and is of a waterproof and dustproof design. The bore. of the Tight alloy
diecast carburettor body is 1.22* { 2 mm ).
2.) Structure
‘The carburettor consists of two main components.
Carburettor cover ( see fig, 2 / XXI ). |
The cover carries the fuel connection, the fuel strainer with water seperator, the float assembly with shock-
obsorbing float needle and the choke butterfly with poppet valve. The carburettor cover is designed for central
air intake i.e, all air is drawn through the air cleaner, which ensures dustfree air also for the ventilation
of the bowl and the idling air bleed,
Carburettor body ( See fig. 2 / XI ) |
The body houses the throttle butterfly, the throttle spindle with its abutment plate and the slow running adjustment “-
screw ( volume control screw ).
Attached to the throttle spindle are the throttle lever, the return spring, the throttle and choke connecting
‘rod and return spring, and the accelerator pump actuating lever,
July 1962
Besides the parts mentioned, the carburettor body houses the accelerator pump with actuating rod amd spring, pump
inlet valve with backflow bore and pump injector assy. the main jet system consisting of main jet, emulsion tube
and air correcting jet, atomizer and choke tube ( venturi ), the idling systen consisting of pilot jet, idling air
bleed, volume control screw, slow | running outlet and by-pass bores.
3.) Operation
Again the carburettor may be regarded as consist] ng of two systems:
First the sloy running system which has to prepare the air / fuel emulsión for (dling and for the transfer and
second the main jet system with accelerator pump vi; chsupplies fuel for the range from the transfer to full
throttle, There is no seperats starting system as the closi ng of the chake butterfly will cause suffi cient
depressi on in the choke tube to operate the mainjet system,
Function of the slow running system ( fig. a )
The idling mixture is controlled by:
The fuel drawn from the emulsion well ( 8 ) passes through the canal ( 16 ) to the pilot jet ( 14 ). An emulsion
issformed with air drawn through the calibrated air bleed ( 13 ) and via canal ( 15 ) and the idling orifice { 18)
adjustable by the volume control screw ( 17 ),this emlcion enters the mixing chamber underneath the butterfly ( 19 ).
In the first stage of the transfer additional emulsion is draun through the by-pass holes { 20 ). | |
a) The pilot jet for meteri ng the fuel supply |
b) The pilot air bleed for meter ng the air for the producti on of the slow running emulsion
c) The volume contro] screw for the control of the slov running emulsion rate
d) The air stream entering through the butterfly gap
Stow running
The slow running system also constitutes in its operation an auxiliary carourettor, The fuel required for idling,
which is drawn from the main jet system is metered by the pilot jet and wixed with air admitted through the
calibrated pilot air bleed. This slow running emulsion is led downwards by a channel to three small holes at
and downstream the throttle butterfly, It is possible to vary the cross - sectional area of the Tovermost of these
three holes by means of the volume contro] screys, When the throttle butterfly is closed, the idling emulsion is
érawn into the inlet mainifold through this orifice. The two upper holes, which are termed by - pass holes, have
a different function. Idling emlsion is also drawn through the hole located in the throttle aperture, as it is in
an area of very high depression, The other by - pass hole, which is situated slightly above the throttle butterfly
in the closed position, comes into action only when the butterfly is slightly open, These two holes serve to
improve the transfer from the idling to the main jet system. Incoming air admitted through the throttle aperture
forms the idling mixture with the idling emulsion,
The {dling mixture may be weakened or enriched by means of the control screy, Turning the screw in a clockwise direction
( = reduction of cross sectional area ) weakens the idling mixture; anti ~ closkvice rotation ( increase in cross
sectional area ) provides a richer idling mixture
Fig. 2/XXI
Weber 32 ICS
Fig, 2/XXXVIII
July 1962
The idling speed of the engine may be controlled by means of the screw which is fitted to an abutment plate -
attached to the throttle spindle. Movement of this screw alters the closed position of the throttle butterfly
by moving the abutment plate, and brings about an increase or a reduction in the annular space between the wall
of the carburettor and the throttle butterfly, By rotating this screw clockwise ( increasing the -amular space )
the idling speed is frreemedand anti - clockwise rotation ( reduction of annular space ) reduces it.
Adjustment of the slow running system
Befare adjusting the idling speed it will be useful to check condi tion and setting of the spark plug eJectrodes,
For correct adjustnent of the idling speed, proceed as follows:
a) Bring engine to operating temperature; stop engine .
b) Close gently the volume control screw then open by one full turn .
c) Start the engine . |
d) Set the throttle stop screw ( on the abutment plate ) so that the engine runs at slightly raised idling speed.
( Approx, 1000 RPM | о |
e) Adjust the volume contro] screw, to the greatest possible engine speed.
f) Unscrew the throttle stop screw so that the correct idling speed is attained ( about 700 RPM ).
g) Repeat the procedure as under e) and f). |
If, through this adjustment, the engine speed has again increased beyond idling speed, reset the throttle stop
screw and readjust once more the volume comtrol screw,
If after the adjustment thus carried out progression ( transfer ) is unsatisfactory, and if the reason for this is
the accelerator pump, carry out the following test:
Increase the idling speed by means of the throttle stop screw, then screw or unscrew the voluse.cemirol sero
If by screwing in of the volume control screw the engine speed will Increase, Tt is an idication that the
progression mixture is too rich, hence adjust the slow running mixture 117 it ís as lean as possible. If, on
the contrary, engine speed will increase by unscrewing the volume control screw, it indicates that the
progression mixture is tco Jean, render the slow running mixture a bit richer,
Note:
These adjustments are very sensitive. |
Never screw in the volume control screw completely! If an adjustment proves impossible, a differently. calibrated
pilot jet must be fitted.
A second test for slow running is provided by turning in the volume contro] screw completely after having set the
idling system. In this case the engine should peter out,
If, however by complete screwing in of the volume control screw, the engine does not stall as outlined above,
or smoothest funning is obtained, this indicates that either the idling speed has been adjusted too high, or that the
progression outlets ( by - pass holes ) in the carburettor hase not been drilled in the right position,
( This of course requires a new carburettor, )
July 1962
Function of the normal ruming system ( fig. b )
The fuel enters the bow] ( 5 ) through the naedle valve ( 2 ) vhere the float ( 4 ) controls the position of
the needle ( 3 ) in order to keep the fuel level constant, From the bowl ( 5 ) the fuel is drawn via the canal
(7) to the emulsion tube well ( 8 ). Mixed with bleed air from the emulsion tube ( 9 ) entering through the
air correcting jet { 1) the fuel is entering the mixing zone, which consists of the choke tube ( 10 ) and the
auxiliary venturi ( 11 ), through the efflux hole { 12 ). |
Carburation is normally carried out in the mix.ng chamber by the main jet system. On top of the choke tube is
an auxiliary venturi with an efflux hole connected through a calibrated drilling with the emulsion tube well,
in the well the emulsion tube is held in nasition, by means of the air correction jet. The main jet itself
is screwed into the main jet carrier at the bottom of the float chamber.
Duriñg normal operation, the fuel / air mixture is determined as follows:
a) Main jet, which meters the petrol quantity .
— b) Air correction jet which, together with the emulsion tube, regulates the air bleed,
c) The auxiliary venturi calibrating the fuel flow from the emision well.
d) The choke tube regulating the main air.
From the float chamber, the fuel is passing through the main jet carrier and the main jet to the emulsion
tube well which is filled up to fuel level. Upon opening of the butterfly, a depression is caused in the intake
manifold, which attains its maximum in the choke tube.
Under the influence of this depression fuel is drawn through the efflux hole of the auxiliary venturi.
When the depression increases, correctional air passing through the air correcting jet and progressively passing `
through more and more holes of the emulsion tube, forms an emulsion with the fuel metered by the main jet.
The fuel / air mixture is thus weakened ( leaned out ) and its correct composition for all engine speeds is
assured. | | |
Once the petro? level in the well has dropped to the extent that all bleed holes are-open the calibration of
the air correction jet comes into action ( the cross - section of all bleed holes being greater than that
of the air correction jet ) : thus the mixture for the max. engine speed is provided.
Series production vehicles are tuned for econony; therefore mostly the main jet is one size smaller than would be
needed to obtain the max, output, As the air correction jet becomes operative only after all the bleed holes are
open, it is obvious that it influences the fuel / air ratio only in the upper speed range, A smaller air
correction jet will allow a richer mixture at high engine speeds, whereas a bigger one will provide a leaner
mixture,
Replacement of the main jet by a bigger one will enrich = the mixture more or less equally throughout the
normal operation range. A smaller main jet will result in a corresponding leaner mixture. The slow running
system and the .rorzal running syste mit be edjusted so that tha nergal running system ( main jet system )
comes into action before the sioy running sy-*am has finished working!
Fig. b
Weber 32 ICS
eno
7
Na SOR Re So
= РА, “as —
- LME 07
A + In я Cl
1 a nN
- -
a
py -
A
[OR oh
Er ca =
HIRT
a ES а НО by
e E +
\ - Г
ТИ
HE
Dia en
-— 15
|-—16
[
—14
Fig. d
3
24
Fig. a
15
9
Fig. e
Fig. С
July 1962
2.5
The point where the main jet system commences to operate can be adjusted by modifying the efflux tube, the
auxi lary venturí and the choke tube. Besides that, the size of the air correction jet influences to som
extent the commencement of the main jet system,
Main jets, are correction jets and venturis are tuned ore to another so that inspite of a satisfactory engine
output the consumption of petrol remains within reasonable limits, A resotti ng ai ont however prove necessary if
a very different type of fuel is to be used, In general, luis adjue iment should not be altered..
For replacing jets, ve give the following data:
Bigger main jet = increased performance, higher consumption
Smaller main jet = reduced performance, reduced consumption
Larger air correction jet = reduced consumption, reduced ». «К performance
Smaller air correction jet = increased peak performance, increased consumption.
Accelerator pump ( fig. c ) В
When closing the throttle the pump plunger ( 27 ) is Tifted by means of the pump control rod ( 26 ) and the
pump actuating lever (24 ), The fuel is drawn from the bowl ( 5 ) via the pump suction valve { 29 ) and the
canal ( 28 ), By opening of the throttle the pusp control rod ( 26 ) is released and the plunger ( 27 ) 15
pressed via the canal 23 ) and the pump pressure valve ( 22 ) to the pump jet ( 21 ) and injected into the
mixing chamber, The pump suction valve ( 29 ) can be equipped with a calibrated backflow bore through which
a part of the accelerator fue] } 8 brought back into the bowl.
The carburettor accelerator pump is a piston type pump, A chamber adjacent to the float chamber forms the pump |
barrel, in which the pump plunger operates. The pump plunger is attached to the pump control rod vith the plunger
spring, When the butterfly is closed, the pur plunger goes un and draws fuel throuch the suction valva into
the pum barrel; this is the intake stroke of the pum ( which depends upon the Jencth of the pump control rod ).
À short control rod entails a short stroke whereas a Tong one entails a Tong stroke, vith the injected |
quantity varying correspondingly. When the throttle is opened, the pump control rod is released and the plunger
spring pushes the plunger down, This is the vorking stroke of the pump.
With invariable pump jet ( injection tube ) the pressure of the accelerator pump resp, the duration of |
injection is controlled by the thrust of the plunger spring, During the working stroke of the pump, after
passing through pump release valve: and punpsjet the fuel is injected into the space above the auxiliary venturi.
This is the part with the lowest depressi on, so that, under normal driving conditions, there is no petrol
drawn via the pump jet,
Only at full load or at high engine speed additional fuel will be drawn via the pump jet, As obstruction
or partial choking of the pump injection nozzle ray result in leaning of the mixture in the upper range,
thus causing reduction of engine performance as well as overheats ng, always clean this nozzle, when inspecting
the carburettor,
July 1962
In order to be able to check the quantity of injected fuel and the duration of injection with unvarying stroke
and plunger spring, the pump intake valve has been fitted with a calibrated backflow hole, which renders it
possible for a part of the drawn fuel to flow back into the float chamber { bowl ).
The fuel injected by the accelerator pump when accelerating, facilitates the transfer from the slow running
system to the main jet system, rendering possible a more rapid acceleration of the vehicle. The pump has been
adjusted by the manufacturers and should tot be altered. Only under abnormal conditions i.e. high altitude or
extremely low temperatures, it is necessary to fit a suction valve with a smaller { for richer mixture ) or larger
( for Jeaner mixture } backflow hole. | | |
Checking the fuel level ( adjusting the float ) ( fig. d )
When adjusting the fuel level check the following items:
The float needle valve ( V ) for tight fit.
Maintain the carburettor cover { C ) in a verticd] position so that the torque ( Lc ) of the float ( G ) just
touches the spring ball ( Sf ) at the Jower end of the valve needle ( $ ). Ш
Whilst the carburettor cover ( C ) is kept vertically the distance between the face of the carburettor cover
and the float drum ( G ) must be .078T { 2m ) gauged without gasket. For adjusting this distance bend,
if necessary, the tongue ( Lc ). After adjusting of the fuel level check the working stroke of the float.
With fully swung out float the distance between the face of the carburettor cover { C ) and the float drum
( G ) must be ,335" ( 8,5 mm) if necessary adjust by bending the tongue (A ) .
Both the float drums must be parallel to the carburettor cover if not bend the bracket { L ) into positión.
Further check the tongue { Lc ) for grooves which might prevent free movement of the ball of the needle ( Sf ).
When reinstalling the carburettor cover assy. make sure that both the float drums do not touch the bowl, -
When cleaning the carburettor take special care, that the calibrated fuel; mixture - and air orifices are
not cleaned with metal instruments. The settings of the Weber carburettor type 32 ICS for the Models
Haflinger 700 AP / APL / APT are as follows: |
Diameter 32 mn
Choke tube | 27 m
Main jet 135 ( 125 for the tropics )
Air correction jet | 240
Emulsion tube F 18
Pilot jet 50
[dling air bleed | > 1,5
Auxiliary venturi 4.5
Accelerator pump jet | 60
Spring for choke poppet valve 160 gr at 7 m
Float needle valve | 1.50
Weight of float Sa
Float adjustment ( gap between face of
“carburettor, cover and float drum ) 2 m
July 1962 - 2-21
Ventilation for bow] ( float chamber ) 2 each Dia 8 mn
Venti lation for air correction jet ° 4,3 mm
By - pass bores Via 2m
| | | 1 día, 1.65 m
3: Pallas Zenith carburettor type 32 №1Х
1.) Description
* The Pallas Zenith cerburettor-type 32 NDIX is a cross-country twin-choke downdraught carburettor with a bore
of 2X 32 m. It consists of three main parts:
a) Throttle body assy.
b) Float chamber ( bowl ), carburettor body
c) Carburettor cover assy.
The cast iron throttle body assy, is flange mounted upon the intake manifold, It bears the common throttle
spindle for both the butterflies. The throttle spindle carries on one end the throttle lever and on the other
end the abutment plate together with the accelerator pump actuating léver. The throttle Tever regulates the
position of the throttle valve and thus the quantity of fuel / air mixture fed to the engine. The abutment plate
supports the idling adjusting screw ( throttle stop ). Besides, the throttle body contains the two slow running
mixture control screws ( volume control screws ).
The float chamber assy is a Tight alloy diecasting and contains the two mixing chambers and the twin float -
chamber, It comprises all components necessary for preparing the fuel / air mixture, the float assy. the
accelerator pump, and the starting device,
Float chamber assy, and throttle body assy. are tightly screwed upon each other ( gasket inserted ), They must
not be seperated for routine mainterance works, |
The carburettor cover as well, is a light alloy diecasting, | It is fixed with a gasket upon the float chamber and
may be removed after undoing five fixing screws ( note : the gasket is secured upon the carburettor cover by |
means of two rivets and therefore must be removed together with the carburetter cover), If the gasket sticks to the
carburettor body it must be relieved cauti ously in order to prevent damege. The carburettor cover carries the
fuel connection; the fleat needle valve and starter emulsion tube. {t has been designed so that both float
chamber venti lation and bleeding air, for the starting device are drawn through the centre air intake i.e.
through the air cleaner. This arrangement ensures that any possible entering of dust or dirt into the interior
of the carburettor ia largely avoided,
2.) Operation
Starting:
The starting device constitutes a complete auxiliary carburettor exclusively for starting and for operati ng the
engine when cold. The starti ng device provides a fuel and air mixture, the starting emulsion, The fuel enters
the well from the flcat chamber via the starter jet, in which the starter emulsion tube projects, The well is
connected by a passage to the starter mixing chamber.
July 1962 | 2-28
From the starter mixing chamber . a tunnellike canal supplies the emulsion to the throttle part and enters the manifold
under the butterfly valves, A rotary slide valve is fitted in the starting emulsion mixing chamber permitting an infinite
ly variable starting emulsion, With the choke control pulled out completely the rotary slide valve is.in the positions as
shown in fig. 2 / XVI allowing a full flow of the starter fuel and through the calibrated bore enters the starter air,
forming the starter emulsion, This emulsion is drawn through the vertical canal into the carburettor mixing chamber where
it will form the starting mixture with the air entering through the annular gep of the throttle butterfly, This start-
ing mixture is so rich that starting of the engine even at very low temperatures is possible, As soon as the fuel of the
starter well is consumed, the second stage commences ( see fig. 2 / XWII). |
Fuel drawn through the starter jet is mixed with bleed air entering through the starter emulsion tube such tearing out
the fuel in the starter well and ensuring a further smooth running of the engine whilst warming up.
At very low winter temperatures, it is possible that the fuel level in the starter vel] drops before the engine is
sufficiently warmed up, causing the engine to peter out,
This phenomenon where the engine starts at once, but peters out after a few seconds, necessitates waiting until the
well will be filled up again - after a few seconds - then the engine may be restarted, After repeating this procedure
tuo or three tines, the engine should be var enough to run even with a slightly +oo Tean mixture, With the further
warming up sti 11 leaner mixture is requ red. Therefore the starter rotary valve must be set to warming up position
( fig. 2 / XXIX ), thus leaning the starter mixture ewing to the reduction of the cross section of the entry for air and
fuel into the starter mixing chamber.
The adjustment of the cross section renders it possible that the engine may be operated for some time and even the vehicle
may be driven, This position approx. corresponds to the middle position of the choke control. As by adjusting the starter |
rotary valve, additional air is added to the emulsion , the starting devica works progressively with infinite variation,
To each position of the starter rotary valve corresponds a different starter mixture,
Slow running:
Both carburettor induction bores are provided with one each slow running system, which again form an auxiliary carburettor,
The slow running system, is equal to the one of the Weber carburettor type 3 1S, Also see 11. 2 / XX and 2 / XXI,
Main jet system:
The formation of the fuel / air mixture for normal operation is carried out by the main jet system, In each one of the
mixing chambers a choke tube and an auxiliary venturi, which is united with the emulsion tube carrier, are installed,
The two emslsion tube carriers are bolted to the carburettor body, Each emulsion tube carrier contains an emulsion
tube held in position by the air correction jet screwed upon it. The two main jets together with two pilot jets are
situated in a chamber under a cover of the side of the carburettor body, This cover is provided with a gasket as this
chamber is filled with the fuel from the bowl. The working of the system is more or less the same as the one for the Weber
carburettor type 32 1CS ( fig. 2 / XXXII ).
Emulsión tube carrier
Auxiliary venturi
Pump jet
Injection pipe
AND
; URE e
ral
Ц E: nem, e N > d
€ ST U Do
y ATI]
VF
А АО
О,
re
NE
Starter jet WN NTT
+
Throttle spindle a
It dil
Throttle actuating ever Volume control screw
Zenith carburettor, type 32 NDIX , cover removed
Fig, 2 / XI
Starter air
entry
Starter air
entry
Vent tube
Starter
emulsion
tube
Starter
Jet
Starter
rotary
valve
Starter
rotary
Fuel flow
*
э феей +] +1 = |+ Дента *
Main air entry via throttle aperture
Starter device, starting from cold | stage
Fig. 2 / XII
Fixing screw for
emulsion tube carrier
0 и
Main air entry via throttle aperture
Starter device, starting from cold || stage
- Fig. 2 / хм
Pump cylinder
Air correction jet
{dling air bleed
Twin float
Float suspension
Lower pump
actuating lever
Pilot jet |
Main jat
Starter bleed air
Vent tube
Starter
emulsion
tube
Starter
jet
Fuel flow
July 1962
Accelerator pump | ВЕ
The accelerator pump, a piston type pump, is attached to the pump shaft supported in the carburettor cover,
The connection between throttle spindle and pump shaft is effected by an adjustable linkage consisting of
the upper and the Tower pump actuating laver and the pump actuating rod ( Fig. 2 / XIII).
As scon as the butterflies are closed, the pump plunger is pulled upwards, drawing fuel via the pump suction
valve into the pump cylinder ( intake stroke of the pump ). Upon opening of the butterflies, the pump plunger
is forced downwards ( pressure stroke of the pump ). Fuel is pressed to the two pump jets injecting it into
the mixing chambers through the two injecticn pipes . The pump plunger is fitted with a damping device which
becomes effective, on sudden operation of the pump. In this case the pressure of the plunger is taken up |
Буа spri ng, which on turn will actuate the plunger in confirmity wi th the fuel flow. The quantity of the
fuel i niected depends upon the length of the pump stroke, An alteration of the pump jets entails a
different injection period as the calibration of these jets determines the quantity of fuel pass ng through,
Part load control | |
When using a carburettor for one or two cylinders generally the mixture ratio used for full load operation
is too lean for part load operation, contrary to fast runni ng, 4.6 or 8 cyl. engines. — | |
In this case the accelerator pump has the addi tional task of controlling the part load operation in such a
way that the mixture is enriched at part Toad operation, but leaned out undep full load operation. This
kind of part load control requires a " weak " pump as this type pump closes under full load, thus leaning
the fuel / air mixture,
Undar part load additonal fuel is drawn via the injection pipe of the -accelerator pump, the pump jets,
pump pressure valve and pump suction valve, ( The main fuel supply is drawn via the main jet system ).
In its Towest position, the pump plunger presses against a rubber ring on top of the pump pressure valve,
— thus closing the additional fuel supply, Before this closing of the pump pressure valve, additional fuel
may be drawn into the mixing chambers, the quantity depending upon the depression in:tas mixing chambers,
es thé efflux holes of the injection pipes are situated at the part of greatest depression ( unside tte
auxiliary venturi ). This system of part load control commences to operate at relatively Tow engine speed.
The accelerator pump is adjusted such, that at a certain position of the butterfly this supply will be
closed. This so called closing point of the pump ( or beginning of the leaning out ) must be adjusted
very carefully according to the instructions as otherwise at high engine speed, additional enriching of the
mixture might occur, causing excessive fuel consumption. On the other hand too early closing of the pump will
cause a bad transfer.
Handling and adjusting of the carburettor
Starting
For the operation of the starti ng device, we give the following instruction:
When starting from cold, pull out the choke knob to its fullest extent, Switch on ignition and press the
starter button without depressing the accelerator pedal, When the engine has started, push back the choke
control half way. In this position the vehicle may be driven already.
July 1962
2-3
After reaching operating temperatures push the choke knoh right home. Failure. to do so increases fuel
- consumption and engine wear, For starting an engine not quite cold, pull out the choke control halfway only,
For starting a hot engine, press down the accelerator pedal and do not use the choke at all, If the hot
engine does not start, press down the accelerator pedal fully and start. Under normal circumstances altering
of the starter jet sizes is not necessary,
Slow running ВЕ
Slow running is adjusted in the same way as for the Weber carburettor Туре 32 ICS. Take care that both the
volume control screws are adjusted simultaneously. -
It sometimes happens that the two butterflies are not perfectly parallel, which prevents ‹ correct slow
running adjustment, In this case block one “end of the throttle spindle and turn the other until both the
flaps aré parallel to each other, i.e. both open at the same time the by - pass holes. |
Accelerator pump
For correct adjustment the pump actuating rod must be engaged into the outermost hole, of the upper pump actuating
lever, Then the pump Will deliver the correct injection quantity which 15 0. 4 ccm +0, Teen per stroke,
provided the closing point of the pump has been adjusted correctly ( see fi 9, 2 / XXIV).
. Part Toad contro]
The part Toad control { pump closing point ) is adjusted by modifying the length of the pump actuating
rod ( see figs. 2 / XII and 2 / XXXIV),
Proceed as follows:
Remove the carburettor and drain the bowl, When opening the throttle, an instant increase of resistance will
be noticeable, At this very moment the pump plunger has closed the pump pressure valve, Further opening of
the throttle only will compress the pump plunger actuati ng spring,
This is the socalled closing point and must be at a throttle position of 17 i.e. the annular gap between
carburettor bore and butterfly mst be, 063" + 0,004" ( 1,6 m + 0.1 mm ). By turning the turnbuckle of
the pump actuating rod, the rod ray be shortened or lengthened i.e. the gap becomes wider or narrower. We
would like to point out once more, that correct adjusting is of great importance. In case of excessive fuel
consumption with correctly adjusted closing point, the rubber seal of the pump pressure valve should be checked,
Normal running
The same applies as for the Weber carburettor type 32 ICS.
. Fuel level
For checking the fuel level, detach the fuel pipe, unscrew the five fixing bolts of the carburettor cover
and remove same, Take care of the gasket ( see Para | ). The fuel level is gauged by means of a depth
gauge from the edge of the bowl downwards and should be .6911" + .02" (17,3 mm + 0,5 mn ). ( See Fig. 2 / XXW ).
Starter air
entry
Starter bleed air
Yent tube
Va me
Starter
= \ emision
6 9. Rs \ | tube
YO | Starter
Starter Aro Jet
rotary
valve
=
Fuel flow
Main
air
Main air entry via throttle aperture
Starter device, warming up
Fig, 2 / XKIX
Bleed air entry
___ ldling air
biased
Pilot jet
Main air Main jet
Yolume control screv
Sloy running system, progression
Fig, 2 / XXI
Bleed air entry
Idling air
bleed
py
Pilot jet
CES
Ny
7
te A
AD
MALTE.
Nain jet
- à. 7. . ;
NR RY + ÉS
"ay м + E NR № ее de RE
NE NC CE CE EIRE
Volume control
screy
Slow running system, idling
Fig, 2 / XXX
Air correction
jet
Emulsion
tube
Emulsion tube
carrier with
auxiliary venturi
and efflux
tube
-
Main jet system, full Toad
Fig, 2 / XXXHH
A few final remarks:
The bolts for fixing the carburettor upon the intake manifold must be tightened crosswise.
When fitting the accelerator control linkage, avoid any nlay er tendion on the throttle lever.
Make sure that both the throttle butterflies open and close completely. When tightening the nuts on the end of
the throttles. spindle, take care the spindle does not twist, as otherwise sim] taneous open ng-and closing of
the butterflies would no longer be assured,
When fitting the control cable, avoid sharp bends, Before fixing the cable to the choke contro] lever, pull out the
choke knob approx, 1/8" { 3 mm ).
Removing of the carburettor from the intake manifold is only necessary if the pump closi ing point must be adjusted,
or the butterfly assy, and the carburettor body must be taken apart.
When reassembling, defective gaskets must be replaced, Check all connections for leakage, Clean the carburettor
occasionally,
‘Removed jets should be flushed with petrol and cleaned with compressed air, Never clean calibrated orifices with
metal tools. Never ream out jets! |f adjusting of sizes becomes necessary, take genuine jets of the desired size.
Ensure that all screws, bolts and particularly the carburettor flange nuts are perfectly tight!
© When unscrewing the pump jets, apply a few drops of brake fluid onto the rubber gasket to avoid doo.
The choke control should be lubricated with a few drops of oil from time to time. o
The oil bath air cleaner and on models fitted with the tropical air intake also the centrifuge ype air cleaner
should be cleaned according to the "Owners handbook",
Adjustment for the models 700 / AP / APL / APT
Diameter
Carturettor cover with inside air bleed
Choke tube
Main jet
Correction jet
Emulsion tube
Pilot jet
Idling air bleed
By - pass system no, X
Punp
Pump closing point
Pump jet |
Injection quantity
Jájection pipo ending in the auxiliary venturi
Starter jet —
2x3
2x2
2 x 110 ( for tropical regions and altitudes up to 6500 Ft ( 2000 n )
| = (2x16)
2 x 240
2x65
2 x 45
2x8
lover by - pass hole Dia 0,9 mn
Type * Lean *
17 ( i.e. .063° + 004" (1,6 m+ 0.1 mn) butterfly gap )
LO | |
0.4 + 0.1 ccm
Outlet Dia 2 mm calibrated to 0,6 mm
190
July 1962
д = 32
Float nesdle valve 1.5
Fuel level with float at 5.8 ft ( 1,8 m)
colum of water a - 1.73 + 7 mm ( 6811" + 02" )
Pump actuating räd engaged in the outermost hole of the upper pump actuating lever
. Fuel pump: Types Heber PM 16, 20, 24 and Solex PK 11280
The fuel pump types FM 16, 20 and 24 are similair in working and di ffer solely in their structure, the sealing
of the flange of the PM 16 type pump being done by an 0 - ri ng, whereas this sealing is carried out by an
oilseal for the pumps РМ 20 and 24, In case of trouble check the diaphragm and the dise valves and springs,
It will be useful ta check also the pump pressure by means of a pressure gauge. The pressure should corres-
pond to 3,28 - 4,92 ft (1 - 1,5 m ) column of water, | |
Maintenance and inspedtion of the fuel pump PK 11280 is the same, Wher however, teplacing the diaphragm,
adjust the plunger so that the full pump stroke is attained without the diphragm being excessively strained.
The pressure should correspond to 4,27 - 5.9 ft. ( 1.3 1.8 m ) colum of water,
The fuel pumps are nounted to the crankcase with an insulating washer, With insulating washers and gaskets and
with the bell-crank lever at its lowest position, tha pump plunger should have an ini ta) tension of ,02" ( 0,5m).
XIV. General hints for the engine -
A. Fitting instructions
1. When removing the engine it is very useful to support the engine by means of a hydraulic jack and pull it
backwards, after having undone all connections, in case there is no jack available, put the rear skid plate
( resp, tubular under guard on tropic models ) upside down underneath the engine. This serves as a sort of
platform onto which the engine can be lowered and pulled backwarcs,
2. When reassembling the engines, take care to use the right nut into the right place.
There are five kinds nf M8 nuts:
M8 x 1 for fixing the carburettor onto the intake manifold
M8 ( for 12 mm wrench ) for fixing the intake manifold onto the cylinder heads
M8 ( brass ) for fixing the exhaust manifold
M8 ( hardened, black coloured ) for fixing the cylinder heads
M8 ( normal ) for all other parts
3, After adjusting the speed-governor check the oil level. For topping up, SAE 30 motor oil should be used.
The filler plug also indicates the oil leve].
B. Failures. and their cause.
1. Starting and carburettor troubles
Engine won't start | Possi ble cause: |
a) Yee - belt insufriciently tended and slipping
b) Battery discharged or loose cable connections
Main air entry Bleed air entry
Pump lever, interior
Pump shaft
To
Injection pipe
Upper pump Г
actuating e Y LN
A
Pump jet
Plunger rod
©
5 nn
|
Ea A
N
===
ALLZLIGIGOA, NUECES
ral 4
N | NAT
“a à eS a | A Na
5 Ht A ZN
AN a Ж. er" В НИЙ
NE * e UN
; NA Plunger spring A
y 74e ZN
e < Pump plunger I N & N
ar 26. NARRA
eN AE: € NE»
with turnbuckle AZ 7 2
Pump suction Pump pressure aN
valve valve HL
YA >
Loder pup Throttle spindle 2
actuating lever
Accelerator pump
Fig, 2 / XII
Twin float Fuel connection
Float needle valve
TTT TT TT TTT TTY Float needle
Fuel leve]
at — |
5.8 ft. colum of vater ,6811" + 02
(17,3 + 0,5 mn at 1,8 à column of vater )
Float suspension
Float assy,
Fig, 2 / XXX,
Pallas Zenith carburettor, type 32 NOIX
Plunger spring Injection pipe { 2 ) Emulsion tube carrier
Plunger red, о Раю jet (2x ) Air correction Emulsion tube |
Plunger Tever, interfer \ | | je a Efflux tubo
lover mer Auxi {ary tube
..7. JE SE / — |
tuating lever Y | oy e | ; Air bleed ( 2x )
À > Pilot jet
NE x
FAN A
ое = = = A N $
y NR
A
| NY LN eL so A Main jot ( 2x )
Actuating rod AVE P= Le à.
vith turabuckle 7 NT | a 7
Pump suction valve
Lover pump actust-
ing lever
‚Volume control acrev ( 2x )
Throttla apindle | Throttle bttarflles
yl Purp clostag point 06 (16m)
Vent Starter blesd air | : Carburettor cover
Float nesdle valve, Hon
NY fre ad ve
| PY om
WET A 76
\ Ре |
| \ счоредз! ся /
Nm 2ssy, Twin float
\Throttlo lever | |
Flest ey, |
Fig, 2 / ХХ,
x
` м ;
Pre 7 - MR A и
DO A XDDD ada AL
TRES к
BN
- $
+
Fig. 4/V
Ausgleichgetriebe der Vorderachse
Front axle differential
Différentiel de 1'essieu avant
July 1962
Fluctuating slow running { idling )
Too fast {ding ( beyond 800 RPM )
Bow! flooding
Bad transfer
Excassive fuel consumption
2-3
c) Starter selenvid faulty |
d) Ignition: faulty coil, loose cables, dirty distributor,
incerrectly adjusted ignition timing
eo) Tappet clearance incorrect
f) Carburettor: Choke butterfly doesn't close praperly.
Spring for poppet valve eut of erder
a) Pilot jet ar idling air bleed blocked
b) Canal for idling emulsion or by pass holes blocked
c) Fuel level incorrectly adjusted or float needle balve
defective, |
d) Volume contro? screw damaged ar excessive play ef the
throttle spindle
e) Connection carburettor to intake manifold or intake
manifold to cylinderhead, leaking
2) Volume control screv incorrectly adjusted
b) Throttle stop screw ( on the abutment plate ) incorrectly
adjusted
c) Choke butterfly jammed
a) Float needle valve leaking |
b) Gasket for carburettor covér defective
a) By ~ pass holes blocked
b) Injection pipes loose er clogged up
c) Injection quantity incorrectly adjusted
d) Back flow jet leaking ( loose ) or wrong size
a) Float needle valve leaking or gasket for float needle
valve defedtive
b) Fuel level tes high
c) Fuel pump delivery pressure excessive
d) Pilot jet nr main jet loose or emulsion tube clogged up
e) Choke butterfly does not open completely
f) Pump jet too laree, backflow jet too small
g) Speed governor incorrectly adjusted
July 1962
2.
2-4
Lubrication system.
No oil pressure
In case the oil pressure control light doés not extinquish immediately after starting, the engine must be
stopped at once, A possible cause might be a faulty pressure control switch. A shorted control switch cable
will cause lighting up of the control light, as the oil pressure control switch is an earthing switch.
Check the oil level *
The oil level-must be inbetween * minimum" and "maximum". Take care that the oil level is not above the
— max, mark.- As. the crankwebs- would be dipping into the oil causing oil foam, this in turn will cause air
ol
entering into the oil passages, the oil pressure will drop.
Having checked the oil level a pressure gauge may be connected at the oil filter drain plug. The max. oil
pressure should be- 64 = 78 Ibs.sq.in- ( 4.5 < 5.5 atm ). For idling the oil pressure should be 21 - 43 sq.in.
(1.5-3atm). | |
In case there is no oil pressure at all, the oil passages are nat leaking, the crankshaft bearings are in
good condition and the oil cooler is tight as well, remove the oil pump and check the pump gears and the
pump casing. In case there is not sufficient oil pressure at idling speed, but correct at full speed, this
‘indicates that the mushroom valve is Teaking, Clean the valve seat, ream it with the special face cutter
and hammer in the valve seat with the specíal too], At thisstage take care not to hammer too much as too
much a wide valve will cause early failure ef the valve.
The fullflow micro airfilter is equipped with a by -pass valve which opens when the filter cartridge is
clogged up, resp, at a pressure of añorox. 11.5 lbs,sq.in. ( 0,3 atm). |
Also see Para XI Lubrication,
July 1962 ha]
Group 4 : Chassis
|, Seperatirg body from chassis |
On later models with inspection doors.at-the engine compartuent it + possible to seperate the body from the
. chassts, without prior removing of the engine. However, all-cable-comections and carburettor controls must
be disconnected. On older models the engine-must be removed First as outlimed under group 2 / |.
a) Detach rear axle-comections from body. |
1.) Disconnect the handbrake cable: Stacken the turnbuckle in-the centre cable tunnel (after slackening off the
~~ Tocknut ), uncouple the cable ends from the extorios handbrake levers on the hubgsar- casings. Undo the two
_bowden cable-retaining clips-at the gearbox, or at the drag Tinks, or at the platform, depending. upon the
model.
2.) Disengage the gearshift red: Engage first gear. Puil off the rubber boot: from the .upper- selector: casing and push
it forwards. Undo the bolts of the connecting flange resp. on previsus models the. cotter, Seperate the gearshift
rod “from the universal joint by engaging the second gear.
b) Detach fromt axle connections fren body.
1.) Remove the skid plate fram under the front final drive casing.
2.) Disconnect the. elutch cable at the. tumbuckle, first taking off the side cover-from the: steering support, Lindo
the speedometer drive flax at the front final. drive assy by unscrewing the union aut.and removing from the cross.
member-retaining. clip,
3.) Detach the handlever for the front differential lock at its clevis pin and turn antielockwise-by 90”. Also de-
tach the handlever for the rear differential lock at its clevis pin and pull upwards. On models: vith power
take-off, disconnect alse this handlever. |
4.) Engage the front wheel. drive and disconnect the handlever at its clevis. pin by removing the BZ-yashor ;
5.) Disconnect brake hose for master cylinder at the 4way junction, hut only after having sealed the lid of the
brake fluid reservoir with a piece of celtophane (-plastie ) in order to prevent -draining-1f the brake fluid.
6.) Sisconnect the steering Tinkage at the .drop. arm by undoing the castle nut- and. removing'the"steering-drag Tink.
7.) Remove the rubber hose from the clutch conduit. Disconnect the clutch control eable-at-the- clutch=wi thdrawal
lever { belthousing ).
с) Removing: the body.
1.) Take off both front seats, Unscrew the four body fixing bolts at the two cress menbers fret end rear and Hft
off the platform.
2.) Remove the & wheels.
July 1962 . | Loo?
fl. Disconnecting front and rear axle assy.
a) Disconnect front axle assy.
1.) Drain the final drive casi ng, compress the coil springs, one at a time by means of the special too] part no.
700.1.55.040,2, Apply the tools diametrically opposite each other ( fig. 4/1). Remove the shock absorbers,
axle check straps and drag links. Drop the swinging axle slightly, or lift the final drive casing ( fig. 4 / 11)
and remove the springs. After semoval of the springs, replace the shock absorbers temporarily. Compress the road
springs on an arbor press and remove the special tools ( fig. 4 / HI ) for further use. .
2.) Disconnect the rear brake tubing at the 4-vay connection “and twist it to allow its passing under the: cross
member; Unscrew the shackle for the clutch cable conduit at the bracket on the cross member carrier. Detach
the rear differential lock control rod at the lever assy on the front cross member. Undo the retaining hat-nuts
at the backbone tube flange and puil-off the front axle assy, Before undoing the hat-nuts-remove the rubber
mountings for the skid plate, On models" vi th power take-pff, the spindle for the actuating lever should be’
removed for easier accessibility of the hat-nuts, Knock off the intermediate housing by means. of a mallet,
3.) Disconnect the speedometer drive box assy at the front final drive, Remove the lower four-uheel drive actuat-
ing lever from its splined shaft, Pull off the intermediate housing with the spiral bevel pinion from the
fixing studs. | o o
4,) Undo six each retaini ng bolts resp. nuts of the céoss nenber carriers and remove the cross menber complete
with carriers after detaching the front differential-lock toggle lever at the shift rod clevis pin and dis
connecting the brake hoses at the 4-vay connection. | |
5.) Di sconnect the di fferenti al-Tock, push back the rubber boot and by unscrewing the special h hollow screw,
remove the plunger assy.
5a, ) Remove the wheels in case they are still on,
b) Disconnect rear axle assy. oo a В ‚ В
1.) Drain gearbox / final drive casing ( 2 drain plugs ). Renove the coil springs, as outlined under a /1.
2.) Remove the rear crossmeaber fron the transmission / final drive casing as outlined under а | 4 after dis-,
connecting the brake tubing at the Tee-comection and the svinging axles. В |
3.) Disconnect the di fferential-lock plunger assy as outlined under a / 5.
4,) Remove the backbone tube with propellor shaft; after disconnecting the rear differential -lock contro] rod at
the gearbox swivel pin, On models with poser take-pff also remove the control rod. Remove the propellor shaft
muff coupling,
Remove the wheels in case they are still on,
Fig, 4/1
Fig, 4/1I
July 1962
111. Stripping and reaesenbling the front axle assy. —
a) Pull off. the swinging axles from the front final drive casing.
1.) Detach the track rods by removing the steering levers from the hubgear casings, Then undo the lover cup-
bearing ( complete with ball upper cup bearing and shim ), by unscrewing the castle nuts, Take off the
castle nut of the lower swivel pin, remove the cotter of the upper swivel pin.
Pull out both swivel pins, the upper by means of a M 7 bolt and the lower one by means of a M JO bolt.
Then remove the hubgear assy complete with the Rzeppa-constant velocity joint. The Rzeppa-joint is splined
to the half shaft. ‘ |
2.) Remove the steering linkage by taking off the relay lever from the front final drive casing ( remove the cotter ).
3.) Remove the r.h.9. swinging axle, after undoing the fixing nuts of the front differential side ccver, by tapping
it with a plastic hammer. |
Remove the differential adjusting shim, and mark it.
4.) Remove the 1.h.s. swinging axle with differential casing assy as outlined under para 3.
Note: It is necessary to remove the drain plug prior to pulling out of the differential casing assy as other-
vise the magneto of the plug will be damaged. |
5.) The swinging axles are hinged to the side covers by means of threaded bushes and fulcrum pins.
After a short period of service, a certain clearance between bushes and fulcrum pins may be noticed. However,
this remains more or less constant and increases only after 2 very long running period. For elimination of the
play, replace only the threaded fulcrum pins by the next oversize,
The following fulcrum pins are available for repair purposes:
Threaded fulcrum pin 501.1.3212.2/00 standard dia. 16.4 um ( 1.6456" ) no colour mark
Threaded + 501.1.3212.2/05 | oversize by 0.05 mn ( .002" ) red dot
Threaded 501.1.32122/10 II oversize by 0.10 mn ( ,004" ) green dot
Threaded " 501.1.3212,2/15 111 oversize by 0.15 nn ( .006" ) 2 green dots
Note: When ordeting, please quote the size required by adding the oversize behind the part no. e.g.
501.1.3212.2/05. There is no need to replace the threaded bushes when replacing a fulcrum pin,
except when a bush came loose in its boss of the swinging arm. For this purpose an oversize bush
part no. 501.1.34,067.1 with a larger outside dia, should be used, However, before installing an
oversize bush, the boss of the swinging axle must be machined to size.
b) Stripping and reassembling the hubgear assys.
Stripping the hubgear casings:
1.) Undo the inboard nuts of the hubgear casing, disconnect the braké tubing at their banjos ( on rear axles
also the exterior handbrake lever ) and split the hubgear casing.
2.) Take out split pin resp. Tocking pin of the castle nut, for wheel flange resp. half-sheft and undo the —
castle nuts,
July 1962 | 4.4
Note: The rear half-shafts have left hand thread at the 1.h.s. and right hand thread at the r.h,s.
3.) Remove the washer, knock out the wheel flange and remove the various components in the > following 0 order:
Inner race of tapered roller bearing and thrust washer
Larger spur gear with the raised shoulder pointing towards the wheel flange
Chanfered vasher, vith the chanfer tovards the wheel flange
Inner race of the outer tapered roller bearing
Inner race for oil, with the recess pointing towards the wheal flange
Assembling is done in the reverse sequence
Reassembling the hubgear assys.
1.) Adjusting the wheel bearings |
Should adjustment of the wheel bearings be necessary, it is carried out before the final assembly of the
hubgear assy. Assemble the hubgear casing without the small driving pinion on the constant velocity joint
( resp. half-shaft ). Then remove the rectangular bearing adjusting cover on the swivel assy ( resp. the
swinging axle on the rear axle ), insert a thrust washer ( gauge the size provisionally by Vernier gauge )
and replace the cover, Turn the wheel flange, If it moves freely ( no initial tenison ); take thrust washer
which is by „004 ( 0. mm ) thicker and repeat this procedure using thicker thrust washers until the wheel
flange no longer can be turned, Then remove this thrust washer and install one which ís by .004* ( 0,1 mm )
thinner ( gauge with a micrometer fig. 4 / VI! ), and which allows the wheel flange to be turned at a
torque of ,5 - ,65 ft. lbs. ( 0,07 - 0.09 mkg ). 1f no torque wrench is available insert a bar horizontally
between the wheel studs and fasten a weight of.2.2 lbs. ( 1 kg ) some 2.75 - 3.51 ( 7-9 cm) fron the axis
centre; the weigth must just remain in suspense, The thrust washers are available in sizes ranging from
„3858 — 4527 ( 9,8 - 11.5 mn } gauged by .004 ( 0.1 м).
—2.) The small pinion is fitted with the raised shoulder pointing towards the ball race onto the constant ve-
| locity joint ( resp. half-shaft ). | |
3.) When boxing up the hubgear assy always use new gaskets. The rollers of the small roller ori mist be
well greased so that the rollers do not project and hinder the fitting of the inner race,
4.) As there are various hubgear rati os, always take care that the reduction rati o is the same on all four
wheels.
c) Removing and installing the front spiral bevel pinion.
1.) Push the muff coupling inside and extract split pin from castle nut.
2.) Fasten the intermediate casing on the special tool part no. 700.1.55.043.0
3.) Support the pinion at the speedometer-worm gear and press out ( special tool part no. 700.1,66.043.0 and
arbor press |. |
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Linker Radantrieb der Vorderachse
Front wheel drive left
Traction avant de gauche
Fig. 4/VII
Figo,4/VIII
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19 NOTES
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July 1962 > | 4-5
Installing front spiral bevel pinion: | -
1.) After pressing in and locking of the inner race of the pinion bearing:alide on the speedoneter worm gear and
adjusting washer of previously determined size (see chapter "Adjusting crown wheel and pinion u) and insert
the pini on assy into the doublerow ball race without pressing in. Е o
2.) Insert the oi] thrower, the washer with the recess pointing inwards, the splined hub for the muff coupling
( the external teeth of which are shaped wedge-like and the narrow side of the teath aust face towards. the
pinion ), the muff coupling { also engaging the selector fork ) into the intermediate cesing. Now press in
the pinion assy ( prop up at the splined hub ). Check the pinion backlash, if necessary press out again to
change the adjusting washer ( see cherter "Adjusting crown wheel and pinion * ). |
Selector fork for engaging the front wheel drive. The selector fork must be fitted upon its shaft such that
the fulcrum blocks do not press when the front wheel drive is engaged, i.e. they must rest loosely in the
. muff coupling ( check with feeler gauge ).
d) Installing and adjusting the swivel assy. ( steering knuckles ) |
1.) tnsert the lower swivel pin into the swivel assy and insert a shim upper cup bearing ball, and lower cup -
bearing. Press down the lower cup bearing by hand and in case the swivel pin should have endfloat, insert
a thicker shim or in case inbetween lower cup bearing and swivel assy there should be some play, gauge by
feeler gauge and use an accordingly thinner shim, With mounted lower cup bearing, the swivel pin should
have no noticeable endfloat and should turn by hand, |
Shims are available in the sizes from ,11 = ,15" ( 2.8 - 3,9 m ) graduated by .004" ( 0,7 m).
2.) Introduce the splined end of the constant velocity joint into the half-shaft, make sure that the double
oil seal of the swinging axle has been filled with grease. The hubgear / swivel assy is thus brought
into mounting position; fit top and bottom rubber washers with metal covers.
3,) Insert the upper swivel pin with 0-- ring and secure by means of the cotter. |
4.) Insert the lower swivel pin and tighten with castle nut ( 24 mi box socket wrench ). Install the lower cup
bearing only after having tightened the castle nut of the swivel pin. |
e) Assembling the front axle assy, |
Do not interchange the hubgear assys ( steering levers must point forwards ). a
Note: The differential lock selector fork ( with the coil spring into its shaft ) must be installed into the
final drive casing, together with the differential assy and the 1.h.s. swinging axle, Ensure that both
the spring loaded plungers are in the differential casing, Before fitting the r.h.s. swinging axle,
install the half-shaft with the fulcrum squares, then install the swinging axle assy with side cover.
Line up the differential lock selectorfork then press on the cover, Install the crossmember
together with its carriers.
July 1962
Fitting the steering linkage:
1.) First fit the steering levers on the hubgear casings.
2.) Then fit the relay lever with its shaft on the final drive casing ( top and bottom rubber washers and
special washers ) and tighten the cotter, There should be no endfloat at all,
Stripping and reassembling the rear axle assy.
a) Removing the swinging axles from the final drive casing:
1.) Undo the rotai ning nuts of the 1.h.s differential side cover and knock off ( mallet ) the 1.h.s. swinging
axle assy, Take off and mark the differential adjusting shin,
2.) Undo the retaining nuts of the r.h.s di fferential cover and knock off the swinging axle complete with the
differential casing assy.
Note: It is necessary to remove the drain plug prior to pulling out the differential casing assy as other-
wise the magneto of the plug will be damaged.
3.) Refer to 11] / a / 5 fulcrum springs
4.) Refer to 111 /b
b} Removing and installing the brake shoes
Removing the brake shoes: |
1.) Remove the handbrake spindle ( rear brake only ). On older models this spindle carries also the return spring,
spring cup and plastic bushes, | |
2.) Remove both the retaini ng springs ( use wire Joop ) at the brake shoes,
3.) Withdraw the brake shoes ( whereby the pull-off spring must be overun )
Fitting the brake shoes: |
1.) In case the special bolt with the retaining plates and the abutment pins have been removed, refit them new.
Assemble the brake shoes vi ith the pull - off spring ( for the rear brake complete with brake intermediate lever,
return spring, spring cup, and BZ circlip ) { on older models the return spring is fitted onto the hand brake
spindle ). insert the brake shoes into the cylinders. Remove the dust covers to ensure a correct fitting of the
brake shoe-notches in the cylinder plungers. ( The pressure of the pull - off spring must be overun )
2.) Attach the retaini ng springs first at hubgear casing, then at the brake shoes by means of a wire loop,
3.) Install the handbrake spindle and complete with exterior tendbrake lever, in case the exterior return
spring has been removed install with special wachers and nuts prior to fitting the exterior. hand brake lever.
4, ) On older models install return spring, cup and circlip upon the handbrake spi indle and slide on plastic bush.
Insert the handbrake spindle vhile stretching the return spring so that it may engage at both ends ( or be
- fixed by shackle ).
5.) On both types the inner actuating lever must engage properly with the > intermediate lever.
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Fig. 4/X
Ausgleichgetriebe der Hinterachse
Rear axle differential
Différentiel de l'essieu arrière
—————— tm -———— |
Fig. 4/XI
Linker Radantrieb der Hinterachse
Left rear wheel drive
Traction arriere de gauche
Fig. 4/XII
Fig. 4/XITI
July 1962
1
V.
с)
Assembling the rear axle:
1.) Install r.h,s differential side cover complete withswinging axle assy and differential. assycand differential
lock selector fork in the final drive casing. Tighten the retaining nuts on models with skid plate in place
of the tubular underguard, fit also the skid plate mounting brackets.
2.) The 1.h.s differential side cover only can be fitted if the hubgear assy’ has been stripped:
a)
Unscrew the castle nut on the half-shaft ( 1. h, thread ) while locking the pinion at the same time with the
special tcol 700.1.55.037.2. Insert the hal£=shaft vith the fulcrum squares onto the pot-type differential
gear, Then slide over the swinging axle assy, then line up the differential lock selector and bolt up the
differential side cover, Assemble the differential lock mechanism before fitting the crossmegber with its carriers,
When replacing the oil seal in the differential lock bush, slide a new oil seal upon the special tool part
no, 700.1,21.000.5 W 50. Screw the special tool into the selector spindle and install the oil seal, remove the
special tool and reassenble the selector mechani sm,
Brake adjustment:
When fitting the brake shoes, pay special attention to the position of the eccentrics. The eccentrics have
to be adjusted so that they touch the brake shoes laterally ( see fig. 4 / XII ) and not at the notches
( see fig. 4 / XII! ) where the the r.h.s, eccentrics have been adjusted wrongly. When adjusting the eccentrics,
the two eccentrics must be adjusted by means of their square selflocking heads and as shown on fig. 4 [ XIV.
The position of the eccentrics is important as the self-centering shoes when pressed down, are prevented from
taking up the correct position during braking,
If brakes are inefficient, first check the adjustment of the brake shoes, then the lining of the brake shoes
which should indicate full contact,
If you possess a braking deceleretion-meter you may check the efficiency of the brakes, With the vehicle fully
laden, a deceleration of 5 to 6 m/ sec. must be reached at a pressure of 80 kg upon the brake pedal,
“Backbone” tube
Stripping the backbune tube:
1.) Drain oil out of the backbone. ( On models with ofl filler plug, drain there ).
2.) Remove bearing flanges
Remove circlip and spacer on both sides of the propeller shaft. Remove bearing flange by means of an extractor
and knock out the propeller shaft releasing the centre bearing of the propeller shaft and remove,
3.) Whenreassembling, take care that the propeller shaft is mounted in the short-splines facing to the gearbox.
4.) Always knock the propeller shaft towards its stop, i.e. the circlip of the propeller shaft must jam the
spacer cn the gearbox side, whereas on the front end the spacer should have an axial play of at least
O04" (1mm), if the play is considerably greater, use one thicker of two thinner spacers.
5.) The oil holes of the bearing flanges ( front and rear ) must always point upwards,
July 1962
у
1)
4)
4.8
Flangi ng the axle assys,
Front axle assy with cross member: |
Mount the intermediate casing with bevel pinion, insert the bearing flange locking ring ( fig. 4 / XV / 3)
into the intermediate casing ‚Push on the backbone assy while introducing the propeller shaft into the muff
coupling ( fig. 4 / XV / 1 ) ( position : front wheel drive engaged ) and bolt on, a |
With the backbone fixing nuts are also fastened: Underneath : mounting bracket for the front skid plate
On top : the mounting bracket for the power take-off
linkage ( if any)
When boxing up the backbone tube and the front axle assy, the brake tubing must be pushed under the cross
nenber ( fig. 4//2).
‘ Compress the road spri ngs on an arbor press and fit the spring compressors part no, 100, 1, ‚55 040, 2, Install the
road springs and fit the drag links, the shock absorbers and the check straps, then open the spring come
pressors to release the spring.
The steering stops must point to the steering Tevers on the ew vel / hubgear assy,
Connect the brake tubing at the 4-way juiction.
Rear axle assy with cross member
First place the vasher and then the finger wheel ( fig. 4/ WI / 1) on the splined hub of the minshaft /
pinion, on models with crawler gear onto the synchroni zer $lecve for the crawler gear,
Install the locking ring for the backbone bearing flange,
Box up the rear axle / transmission assy and the backbone tube,
When bolting up also fasten: Bracket for clutch conduit
| | Mounting bracket for skid plate.
Install the road springs, shock absorbers and check straps.
Connect handbrake cables and differential lock linkage.
Pig. 4/XVI
July 1962 4.9
VI.
Vil.
Steering assembly | | В
The toe-in on HaFlingers is adjusted to zero ( 2 persons on the front seats ).
1.) Steering assembly play: |
If after Tong operation steering backlash is noticed ( dead travel of the steering wheel ), the steering gear
has to be adjusted, Slacken off the locknut of the adjusting screw, located on the front side of the steering
box, screw in the adjusting screw by means of a screwdriver to eliminate the backlash and Yock again, Check the
steering from lock to lock for sase. |
2.) Checking the toe-in: | a
Roll the vehicle straight ahead on Tevel ground ( workshop floor ) with 2 persons on the front seats.
Gauge the rear-nost distance of the front wheel rims ( in heigth of the axle ).
Push the vehicle forwards until the gauging points are in the fore-most position . ( A hypothetical line
drawn between the rear-most and the fore-most gauging point must pass through the centre of the axle ).
Gauge the distance of this fore-most point which should be equal to the rear one, i.e, zero toe~in,
General hints for the chassis
a) Fitting instructions: |
1.) Remove the battery compartment for easier connecting or disconnecting of the gearshift rod. ( This appli os not
for models with velded platform body }. On models with crawler gear exact adjusting of the gearshift rod is
very important, as adjusting by 004" ( 0.1 mm } ic already of great effect.
2.) When removing the platform always lift it upwards and then sidewards, never to the front or rear. The removed
platform always should be put on racks and not direct on the ground as the front clutch conduit would be damaged.
3.) Do not remove the drag links at the backbone tube but always at the swinging axles. In case they must be removed
note the shims in order to reinstall correctly, |
k,) For essier removing of the front axle 2ssy from the backbone tube, two threads have been provided in the mosnting
flange. With two bolts, the front axle assy easily can be pressed off,
5.) tt is advisable to detach the clutch conduit before removing of the axle assy.
6.) Before mounting of the platform we suggest to excecute the following operations:
Engage the front wheel drive for easier accessibility of the clevis pin.
Pull out ( but do not remove } both the front wheel drive actuating hand lever and the rear differential lock
hand lever,
The front di ffarential Jock hand lever should be turnded by 90° anticlockwise.
Pull back the clutch cable so far that the threaded end can not be damaged.
Put the steering drag link on top of the clutch conduit,
7.) In case the screw holes of the platform mounting rubber cushions do not correspond with the holes in the
platform, line up by means of a tommy bar ( it will snap in ). . |
8.) Connecting of the handbrake cable after mountina of the platform:
First engage at the exterior handbrake ]evers then press forwards and screw on the turnbuckle in the centre
tunnel ( 2 men required). |
July 1962
b) Brake troubles
Failure
There is nor resistance felt when
The brake pedal is depressed, it
feels soft and spongy,
Even with bled system the brake
pedal may be depressed without
effect,
Brakes are heating up during
driving resp. do not pull off
Bad braking effect even
at high pedal pressure,
Brakes are dragging.
Cause
a) Air entering into the brake
system
b) Too little brake fluid in
the reservoir |
a) Residual pressure check
valve (master cylinder)
faulty
b) Valve seat for residual
pressure check vale leaking
c) Leaking tubing
d) Damaged cups in master cylinder
resp, wheel cylinders
a) Bypass of the master cylindera)
blocked
b) Insufficient play between
piston and rod of the master
cylinder
c) Pull-off spring for brake
shoes broken or too weak
d) Handbrake jammed-
e) Wheel cylinder rusty,pistonse
seized
f) Rubber parts swollen due
to incorrect brake fluid
a) Brake linings greasy or
oily
a) Bad contact of the brake
linings
b} Dia.of brake shoes too
large en oe of the wheels
Remedy
a) Bleed the system
b) Top up with brake fluid
and bleed the system
a) Replace residual pressure check valve
b) Clean valve seat of residual pressure check
valve, if necessary replace master cy-
Tinder
c) Make tubing leak-proof resp.replace
it
d) Replace damaged cups
Clean by-pass
b) Adjust dead travel of the brake
pedal
c) Replace pull-off spring
d) Repair handbrake system
Clean wheel cylinder and
lubricate with brake cylinder grease,
In case the cylinder is heavily scored,
replace
f) Drain the whole system, dismantle
and clean, All rubber components,
including the brake hoses must be
replaced, Fill the system with
genuine Ate-Lockheed brake fluid
a) Replace oil seál for wheel flange
and replace brake shoes
a) Touch up brake linings
b) Touch up brake linings
July 1962
c) Brake drums differ in dia.
d) Brake drums oval or scored
e) Brake linings greasy or
oily
f) Brake shoes jammed in
abutment joint
g) Piston of wheel cylinder
partly seized
h) Water entered the brake drum
Squealing brakes a) Bad contact or burned
Tinings
b) Abrasion in the drums
Rattling brakes a) Oval brake drums or
burned brake Tinings
b) Expanded pull-off springs
c) Bad contact of brake
Tinings
d) Faulty wheel suspension
e) Rims out of true
Brake fluid reservoir draíns a) Brake system leaking
b) Master cylinder Teaking
c) Wheel cylinders leaking
Note:
4.11
¢) Bring brake drums to same dia.
if necessary replace
d) Turn the brake drum if necessary re-
place or exchange the drums with each
other
e) Replace oil seal for wheel flange,
replace brake shoes
f) Match up brake shoes to abutment
9) Check piston if necessary
replace
n) Repeated braking to dry the
linings
a) Touching up resp., replacing
of brake shoes |
b) Clean with compressed air
a) Check ovalidity of drums vith
dial clock. The ovalidity may
not exceed ,002" { 0,06 mm ) if
necessary turn brake drums or replace
b) Replace pull-off springs
c) Touch up brake linings
d) Check and rectify wheel suspension
¢) True up rims if necessary replace
a) Check the system for leaks by screw-
ing brake pedal under pressure
b) Check master cylinder and replace cups
c) Check wheel cylinders, If necessary
replace cups,
Take special care that the eccentrics are correctly adjusted also see para "Adjusting the brakes" and fig. 4 /(ХН,
Xt, XIV, For longer mileage we recommend to remove the brake drums and wash with water after driving through |
md. Faulty dust covers on the wheel cylinders cause excessive wear of cups. When installing brake shoes make
sure they fit well in their abutment,
July 1962 —— | 6-1
Group 6 : Gearbox and differential assy.
|. Stripping the gear selector mechanism: |
1.) Remove lid for upper selector casing, Unscrew lower lever cover for selector casing and undo the opposite plug
of the intermediate flange. |
2.) Remove cotter for lower selector finger ( the finger must be in neutral position ). Knock out the cotter
usi ng a brass drift, |
3.) Remove selector rails for upper selector finger complete with spacers. Pull out the selector shaft assy
with selector lever, upper finger and universal joint. Remove lower selector finger and interlocking finger.
4.) Unscrew the retaining nuts for the selector casiag { on models with crawler gear, the crawler gear casing )
and pull off. |
ka.) On models with crawler gear:
Pull off the crawler gear synchroseshrcomplete with selector fork and muff coupling for propeller shaft.
Lock the double gear wheel by means of a tommy bar supporting it on the intermediate flange, bend open the
tabwasher on the lagshaft, undo the retaining nut and remove the pinion. |
Undo retaining nut and tabwasher of the intermediate shaft and pull off the overload clutch by means of
the camshaft gear puller part no. 501.1 5520. 2.
Undo the screws for the retaining plate. The two upper screws are accessi ible through the double gear
wheel, and pull off the upper intermediate shaft vith double gear wheel ahd ball. Pull out the inter-
mediate shaft for the overload clutch complete with ball race.
5.) Undo the retaining nuts of the intermediate flange, knock out the locating dowel, remove the oil drain plug
and pull out the intermediate flange with gear clustee. | I
И. Dismantling gear cluster.
Pressing out meinshaft complete with pinion and layshaft from the intermediate flange and dismantling the
gear cluster,
1.) Disconnect clutch shaft at the splined connecting sleeve ( att.: clutch and layshaft are secured in the
connecting sleeve by means of spring¥oaded balls.
2.) Engage the first gear by shifting the synchronizer clutch gear, hold the first gear wheel in a vice using
light alloy vice jaws, undo the castle nut after removing the split pin and remove washer and splined hub
for propeller shaft. On 4-speed models also undo the retaining nut for the layshaft and remove the spacer
or power take-off gear.
July 1902 — 6-2
3.) Remove the retaining flange for the doublerow ball race ( on models with 4-speed transmission also the
retaining plate for the layshaft bearing ) and slacken off the gear selector forks. Undo the grub screws
with interlocking balls and springs. Now the shift rods may be extracted and the interlocking balls removed.
Remove the locating plate for the reverse shaft and remove reverse shaft, reverse idler gear and spacer
4.) Insert the two special halfwashers of the tool part no, 700,1.55,043.0 inbetween the 3rd / & th synchronizer
clutch sleeve in such a way that the 3rd [ 4th clutch sleeve will engage into the slot of the tool.
Support the intermediate flange across the open end of the special tool by means of the di stance piece
provided and press out ( arbor press ) mainshaft and layshaft simultaneously using the special cross piece
for the shafts.
Note: Four balls and springs will jump out of the synchronizer hub ( which contains four springs and six
balls ) during this operation. | |
The above method only permits a pressing out of the gear cluster without damaging the doublerow ball bearing
of the intermediate flange, -
Dismantling the mainshaft / pinton cluster:
Each of the four gear wheels is supported by needle bearings, On either side of the gear wheels are
thrust washers, of which the chamfered side i.e. the side with lubrication grooves, is fasing towards the
gears. ( inbetween the second and third gear wheel is only one thrust washer with the chamfer facing
towards the second gear wheel ). |
1.) Remove the thrust washer ( acts also as shim for adjusting the bevel pinion position ) remove the helical
top gear wheel complete with needle cage and second thrust washer.
2.) Remove the 3rd / 4th gear synchronizer assy complete with blocking rings, Mark the sides in order not to inter-
change the synchronizer components.
3.) Remove the flat cotter and the thrust washer of the third helical gear wheel after turning the thrust washer
in order to align sane’with the splines, Remove third gear wheel complete with needle cage and inner race and
the second thrust washer of the third gear wheel, In case the locating peg has not a tight fit remove sane,
otherwise leave it in its place. |
k,) Remove second helical gear wheel complete with needle cage and thrust washer of the second helical gear heel.
5.) Remove the 1st / 2nd gear synchronizer assy complete with blocking rings |
6.) If the first gear wheel is to be removed, the retaining circlip must be taken off with a pair of special
pliers, Remove then the first gear wheel complete with the split needle cage.
7.) In case the inner race for the pinion needle bearing must be replaced, the retaining ring must be removed
first from the pinion.
rat MPL rw YR pr я 8 то снг
Pig. 6/1: Getriebe- Gear - Engrenage de transmission
Wi „Antriebswelle
ele ange inkl grey Apply
Pig. 6/11 Kriechgang - Crawling gear - vitesse rampante
— July 1982 6-3
NI. Checks:
intermediate flange |
1. ) Check all bearing seats for wear.
— 2.) Check the doublewow ball race of the mainshaft for wear,
If worn out replace the doublerow ball race, When installing the retaining flange ı of the doublerow ball race
make sure that there isa minimum tension of 0012" ( 0.03 mm).
-3,) Check the ball race of the layshaft for wear.
4.) Check the shiftrod guides for wear and the shiftrods as well ( interlocking ball area ).
5.) The locking balls: a) Check interlocking balls for wear
— b) Ball springs: The open length of which must be .59" ( 15 m1).
When under a pressure of 14 — 19 Tbs. (64- 8.6 kg ) the length must be
512 ( 13 mm ).
The pressure necessary to overcome the load of the interlocking balls
must not he more than max. 33 lbs (15 kg ).
To be checked in case of gear selecting difficulties.
Gearbox final drive gasing:
1.) Check all bearing seats for wear.
2.) In case of any breakage it is necessary to check all bearing seats with mounted intermediate flange for
alignment, | a
3.) Check the casting for damage and cracks ( also see "Adjustment of crown wheel and pinion® ).
On the clutch and layshaft the following checks must be done:
1.) Checking clutch shaft for wear:
a) Check the bearing journal for the medio bearing in the flywheel retaining bolt for wear. Max. play
004" ( 0.7 mm).
b) Check the splines for the clutch disc for ear, max. play „004 (0,1 mm . Amend roughness of the
splines if necessary,
c) Check the contact surface for the oil seal and the oil seal itself for wear.
2.) Checking layshaft for wear:
a) Check the bearing surfaces for the ballraces and the 3rd and 4th gar wheel for the correct snug fit.
b) Check al gear wheels for wear or damage. In case of wear the layshaft and each worn out gear wheel may
be replaced seperately.
Note: When replacing a gear wheel for 3rd or 4th speed also the mainshaft gear wheels must be replaced,
as these gears are available only in matched sets,
July 1962 | 6-4
Checking the mainshaft:
1.) Check the mainshaft and especially the pinion for wear and damage. If it is necessary to replace the pinion
it only can be done in conjunction with the crown wheel ( also see para. "Adjusting crown wheel and pinion* ).
2.) Check needle bearings for wear, if necessary replace, |
3.) Check all gear wheels for wear and damage. Third and fourth speed gear wheels are available in matched sets only.
4.) Check all synchromesh components for vear.
The blocking rings must be pressed onto the synchronizer by hand, Gauge the gap inbetween the face of the
‘blocking rings and the face of the clutch-teeth of the gear wheel ( feeler gauge ).
For the first and second gear the gap must be at least .02! ( 0.5 mm ) and for the third and top gear at least
03" (0.75 nm ). Should the gap be less than before mentioned, the blocking ring and possibly the gear wheel
must be replaced.
5.) Check the play of the gear selector forks in the 3rd / 4 th synchronizer clutch sleeve and in the 1st / 2nd
synchronizer clutch gear and the reverse gear mex, play ‚03* ( 0.75 м).
Checking the reverse shaft:
1.) Check reverse shaft for wear.
2.) Check double gear wheel for wear and damace. |
3.) Check the bronze bush of the double gear wheel and radial play, max play .004" ( 0.1 mm ). If there are seizing
scores or excessive play the bush must be replaced. After pressing in the bush, the bush is secured by caulking.
Drill oil passages and ream the buch to a size of 787402" + 0000787" ( 20 mm H7 ).
Reassembling gear cluster,
Assembling the mainshaft bevel pinicn cluster ( aso see III, "Checks" J.
Preliminary work: |
a) Assembling synchromesh components for the 1st and 2nd gear.
1.) The blocking rings are secured in the synchronizer hubs bv circlips, The blocking rings must move freely
within their fixed limits. | | |
2.) Insert the two coil springs, length ,3%" ( 10 mn,) into the pocket holes of the synchronizer hub, then tuo
balls as well. | |
3.) Slide the synchronizer clutch gear onto the synchronizer hub, There is only one position where both those
components are corresponding. This is when the flatened teeth of the synchronizer clutch gear
( fig. 6/ 111 / 2 ) cre exactly opposite the notches of the synchronizer hub ( fia. 6 / 4/1). At the
some time the ball holes ( fig. 6 / IV / 2 ) must point to the only chamfered teeth ( fig. 6/ 111/11)
located halfway inbetween the flatened teeth, For easicr assembling the synchronizer hub and the synchronizer
clutch gear are marked. | | |
4.) Insert fron inside of the splined bare of the synchronizer hub one ball in each of lateral holes, then a coil
spring, length .24" ( 6 nm ) and another ball,
Fig. 6/TII
Fig. 6/IV
Fig. 6/V
Fig. 6/VI
July 1962 | 6-5
For easier assembling it is advisable to close the holes with HMP grease. a |
5.) Insert now from the inside of the splined bore the 4 flat locking keys. The rounded end of the locking keys
must face towards the mainshaft / pinion.
b) Assembling synchromesh components for the third and top gear:
1.) The blocking rings are secured in the synchronizer hub by circlips. The blocking rings must move freely
within their fixed limits,
2.) Insert two of the coil springs, Tength 43" ( 11 mm ) and two balls into the pocket holes of the synchronizer
hub ( again use sone HP grease ). |
3.) Insert now the 4 square Tocking keys into the slots of the blocking rings. The locking keys must be inserted
such that the rounded end, poi nting towards the mainshaft, lines up with the grooves in the mainshaft,
Also see fig. 6 / Y. |
4.) The correct position of the synchronizer hub and the synchronizer cluteh sleeve is only then, when the shoulders
of the blocking rings ( fig. 6 / VI / 1), which carry the Tocking keys are exactly opposite the flatened teeth
( fig, 6/ 111 / 2 ) of the synchronizer clutch sleeve and on the same side.
Furthermore the ball holes ( fig. 6 / VI / 2 ) must come opposite the only chamfered-teeth ( fig 6/ II / 1).
5.) Now insert into each of the remaining lateral holes a ball, a coil-spring ( length 43" ( 11 mm ) and another
ball each ( again use some НР. grease ), For easier assembling the synchronizer hub and the dynchronizer clutch
sleeve are marked,
c) Assembling of the mainshaft gear cluster:
1.) If not yet mounted, press the inner race of the pinion needle bearing, Press in the peg with its round end
ahead and install circlip and locking ring. Then mount the split needle cage for the Fikst gear whee) and
slide on the first gear wheel and secure same with the circlip.
( Note : The chamfered side of the split needle cace must face the pinion ).
2.) Slide on the synchronizer assy for 1st and 2nd gear such, that the toothed side is facing towards the first gear
wheal and the Tocking keys are engaged into their resp. grooves on the splines of the mainshaft,
3.) Put on the thrust washer with the 4 interior teeth, the side with the lubricating grooves must be facing the
second gear wheel. Press down this thrust washer by hand and check if the first gear whell spins freely. There
should be an endfloat of ,004 - ,028" ( 0.1 - 0.7 mi). Make sure that the blocking ring does not brake the
first gear wheel, - |
4.) Put on the needle cage for the second gear wheel such, that the chamfered side of the needle cage is facing
towards the pinion, and slide the second gear wheel onto the mainshaft. The synchronizer cone of the second
gear wheel must face towards the pinion.
5.) Insert the peg, with the rounded end ahead, into the mainshaft, slide on the thrust washer with the slot for
the peg. The chamfered side of the thrust washer me<t face towards the second gear wheel, firmly press down
this thrust washer by hand and check if the second gear wheel is spimning freely, endficet .004 - .026 "
( 0,2 - 0.65 mm ), and if the blocking ring does not brake the gear wheel.
July
6.) Slide on the inner race for the 3rd gear needle bearing with the slot ahead.
7.) Slide on the needle cage and the third gear wheel.
8.) Put on the thrust washer with internal teeth, the side with the lubricating grooves must face towards the third
gear wheel, After sliding on the thrust washer, turn the thrust washer into a position, that the locating plate
my be inserted. | |
9.) Slide on the preassembled synchronizer clutch sleeve for 3rd and top gear.
The keyway of the splined synchronizer hub must of course correspond with the locating plate of the mainshaft.
10.) Put on the thrust washer with internal teeth onto the splines of the mainshaft, the lubricating grooves of
this thrust washer must face towards the top gear wheel. Firmly press on this thrust washer and check if the
third gear wheel spins freely, play 004 - ,016" ( 0.1 - 0.4 mn ) and if the blocking ring does not brake the
gear wheel, |
11.) Slide on the needle cage for the top gear wheel and the top gear-wheel.
12.) Put on the thrust washer ( adjusting-éhim for the:pinion adjustment ) with the chamfered side towards the top
gear wheel. Press down this thrust washer Fi rmly and check if the top gear wheel spins freely, play 006
.004 - .016* ( 0.1 - 0.4 mm ) and if the bleckingsring doss not brake.theígear wheel.
Assembling of the intermediate flange and adjusting the selector forks:
1.) First run over the special tool part no. 700.1.55.043.0 to its side, that both the cut-aways are facing upwards
then remove both the sliding side pieces. Insert now the mainsheft-cluster and the layshaft complete with the
calculated shims { the same size shim { thrust washer ) as used for the pinion also must be used for the layshaft.
Also see "Adjusting crown wheel and pinion") into the special tool with the pinion downwards, Put the inter-
mediate flange complete with ball races onto the shafts.
2.) Set the special driver for the mainshaft and layshaft bearings onto the inner races. Carefully press now the
intermediate flange onto both the shafts { use an arbor press }. The intermediate flenge is in its correct
position, when it is flush on the special tool.
3.) Remove gear cluster complete with intermediate flange from the special tool and insert the intermediate
flange assy into the jig part no. 700.1.55.041.2. |
Push the reserve shaft through the intermediate flange and slide on the reverse gear ( the teeth of which must
- face towards the pinion ) and spacer, Push reserve shaft right home and insert the locking plate.
Mount the retaining flanges for minshaft and layshaft bearing. On models with crawler gear only the retai ning
flange for the mainshaft bearing. | |
Note: There must be an initia] tension of ,0012" (0,03 mm ) when mounting the retaining flange for the double
row bearing. | a
Engage two gears in order to lock the gear cluster, Fit splined hub onto the mainshaft and on models with
k-speed transmission also spacer or power take-off gear or layshaft, On models with 4=speed transmission -
tighten both the nuts for mainsheft and layshadit, On models with crawler gear only the nut on the mainshaft,
Fig, 6/VII
Fig. 6/VIII
Fig. 6/X Fig. 6/XI
Fig. 6/XII
July 1962
Both the nuts are tightened with a torque wrench reading of 101.26 ft. lbs ( 14 mkg ).
— Note: Do not forget to put underneath the nuts the tabwashers and the hardened shims. ВЕ
4) Push now the three shiftrods into their guides in the intermediate flange ( approx. half inch ), insert the
three interlocking balls and springs and screw them down a few turns by. means of the grub screws which must
be dipped into gasket cement first.
Note: The springs must face with their narrower end towards the balls, —
5.) Install now the gear selector fork for the 3rd and top gear ( the selector fork for the 3rd and top gear is
symetrical in relation to the fork clamp ) into the 3rd / 4 th synchronizer clutch sleeve, and push the lower
shift rod into the selector fork. Do not adjust or ti ghten the selector fork,
Install now the selector fork for the 1st and 2nd gear into the Ist / 2nd gear synchronizer clutch gear
( the selector fork for the Ist and 2nd gear is assymetric in relation to the fork clamp ). Push the centre
shift rod into the selector tork, Make sure that the selector fork for the Ist and 2nd gear is not touching
the reverse gear. |f necessary grind off the edge of the selector fork for suffici ent clearance, Do not
adjust or tighten the selector fork for the 1st and 2nd gear. | |
At last push in the shift rod for the reverse gear and insert the reverse gear selector fork, Agaín do not
tighten the selector fork. | |
6.) Push the shift rods right up to their neutral position and tighten the grub screws for the interlocking balls.
Screw them right home and slack them off by 1/2 turns. Secure this grub by caulking. |
7.) Adjust now the gear selecting forks such, that they are in their correct position in the grooves of the syn-
chronizer clutch sleeves, and tighten their fixing bolts with a torque wrench reading of 6.5 ft. lbs. [ 0.9 mkg ).
Make sure that the shi ft rods are in their neutral position and the interlocking balls are engaged properly
in the shift rods. The gear selector forks are correctly adjusted when by engaged gear the syretron zer elutch
| slides stil] have some play at the selector forks, i.e, they are not pressing.
When the second gear is engaged the reverse gear ( idler ) mist under no circumstance touch, neither the
~ Synchrohizer clutch gear ( fig. 6 / VIII / 1 ) nor the second gear wheel ( fig. 6 / VIII / 2 ). -
8.) Push all gears into their neutral position and check wether the slots in the gear shift rods are aligned
(fig, 6 / IX). On models with crawler gear also ensure that there is sufficient space for the crawler gear
selector shift rod, | |
9.) Remove the so far assembled and adjusted gear cluster assy from the adjusting jig and complete the layshaft with
the clutch shaft, by means of the splined connecting sleeve, the two springs and the two balls,
10, Install the assy into the gearbox casing, Coat the sealing surfaces of the intermediate flange with h stot
cement and line up reverse shaft and shift rods, then tighten the 0 retaining nuts,
July 1962 | 6-8
V. Fitting the crawler gear ( only on models with crawler gear )
1.) Press in Tower intermediate shaft with bearing.
2.) Press in upper intermediate shaft with keyed double gear wheel, with the retaiming plate, and pressed on.
and secured ball race. Tighten retaining plate,
3.) Fit the crawler gear pinion and tighten with a torque wrench reading of 101.26 ft, Tbs. ( 14 mkg ). Lock the
layshaft by engaging two gears,
4.) Mount the components of the lower intermediate shaft in the following order: |
Spacer; gear whee] with recess for the disc springs, adjusting shim, cup springs ( two and two symetrically
facing each other ), overload clutch, ( consisting of dog hub and dog gear ) thrust washer and roller
bearing. Put on locking plate, tab washer and tighten the nut,
5.) Check the overload clutch adjustment: |
Engage two gears in order to lock the crawler gear wheels. Put the special socket part no, 700.1,55.046,1
onto the dog gear of the Tower intermediate shaft and check the adjustment of the overload clutch by means
of a torque wrench. The overload clutch should start slipping at a torque wrench reading of 144.6 + 14.5 ft.I1bs.
(20 +2 mkg ). If necessary adjust by means of different shims for the dise springs.
6.) Fit the crawler gear synchronizer assy complete with splined hub, selector fork and shaft, Install locking
ball spring and grub screw into the intermediate flange, Apply gasket cement and push on the crawler ¢sar
casing ( on models with 4-speed transmission the selector casing ) with the upper selector casing, and
tighten. |
Vi. Fitting the gear selector mechanism.
1.) Push the interlocking finger through the opening in the selector casing { crawler gear casing ) ( fig. 6/ Xi )
install the lover sdlector finger ( Но. 6 / X ) into the interlocking finger, so that the partially mi Ted
side ( Fig. 6 / XII / 1 ) points forward. ( driving direction ). Insert the selector shaft assy from above
( fig. 6 / XII). At the same time, make the universal joint come out of the opening ( arrow ).
2.) Introduce the cotter through the plug hole of the intermediate flange, turn the selector shaft ti11 the cotter
fits in vell and tighten the nut. |
3.) Mount the cover for the selector casi ng and the plug for the intermediate flange,
4.) Install the selector rails in the upper selector casing. First put on one rail with the chamfer pointing
| towards the selector shaft, then add the spacers ( if required shims as well ) and enage the upper selec-
tor finger, Put on the top rail ( chamfer towards selector sbaft ) and bolt up. Grease the selector mechanism
and check for easy operation and fit the 1id for the upper selector casing, |
— July 192 6-9
VII,
1.)
Adjusting the crown wheel and pinion (differential)
Adjusting the pinion (rear axle)
Press the minshaft pinion complete with thrust washer for the top gear wheel into the intermediate flange
( use the special tool part no, 700.1.55.043. 0) and tighten the hexagor nut with a torque wrench reading
of 65 ft, Ths, (9 mkg ).
For gauging and calculating the correct thrust washer ( shim ) for the pinion ( mainshaft ) a sliding
gauge { depthgauge ) with a metric dial is essential. |
tf there is no sliding gauge with metric dial available, the obtained measures in inches must be converted
into millimeters,
a) Measure the length of the pinion ( mainshaft ) i.e. from the face of the pinion down the sealing surface of
b)
c)
d)
the intermediate flange.
Add to this measure ( which of course must be in mm ) 54,00 mm,
Take note of the tolerance, which is written on the face of the pinion,
Add to; or deduct the above measure ( a + b ) the tolerance of the pinion, depending upon the tolerance
being positive or negative,
The so obtained figure which is the actual length of the pinion from the point of intersection ( crown wheel
“and ‘pinion axis ) down to the sealing surface of the intermediate flange, now must be compared with the
actual depth of the gearbox final drive casing.
The theoretical depth of the gearbox final drive casing is from the point of intersection of the crown whee] and
pinion axis to the sealing surface of gearbox and intermediate flange, This depth is 211 mm,
In order to obtain the actual measure the tolerance, which is stamped onto the gearbox casing above the r.h.s,
oil filler plug must be noted.
Is this tolerance a figure larger than 50, this tolerance must be added to 210 mm.
Is this tolerance a figure less than 50, this tolerance must be added to 211 mm.
The so obtained figure is the actual depth of the gearbox final drive casing,
The difference between the actual length of the pinion ( mainshaft ) and the actual depth of the gearbox
final drive casing is the amount which must be added to, or deducted from { depending upon being positive or
negative ) to the thickness of the thrust washer being used for gauging.
Remove the pinion ( mainshaft ) fron the intermediate flange, gauge ( micrometer ) the thickness of the
thurst washer used and add to, or deduct from the obtained_measure the above difference, The now obtained
figure is the thickness of the thrust washer, which must be used for correct pinion adjustment,
As the thrust washers are avai lable only in sizes from 2,7 ~ 3,8 mm graded in 0,1 mm, the obtained
thickness of the thrust washer must be rounded off to the next full tenth of a millimeter. Never round up.
For example: The calculated thickness of the thrust washer is 13,16 mm, then the thrust washer to be used
must be 3,10 mm.
July 1962 ВЕ | 6-10
3.) In case the gauging device complete with dial gauge part no. 501.2100.3 - L 3 is available, it is not necessary,
to use the before mentioned method ( para 2 a - f ) for adjusting the pinion position, |
Proceed as follows: :
a) Press the pinion ( mainshaft ) with any of the available thrust washers into the intermediate flange and tighten
with a torque wench reading of 65 ft. lbs. ( 9 nkg ).
b) Bolt the intermediate flange with at least 4 nuts onto the gearbox casing, using some spacers on the long studs.
с) Adjust the dial clock ot the gauging device part no. 501.1.2100,5 - L 3 to the tolerance of the pinion i.e.:
Adjust the dial clock by means of the master gauge to a reading of 3,00 mm, |
Torn now the dial of the dial clock by the same amount as the tolemance written upon the face of the pinion
anticlockwise, if the tolerance is a positive one! and clockwise if the tolerance is a negative cne.
d) The so adjusted gauging device is now inserted into the final drive casing and the position of the pinion
gauged on its face, A clockwise deflexion of the dial gauge from the measure 3.00 indicates by what amount
the thrust washer must be chosen thinner { an anticlockwise deflexion indicates the amount by what the thrust
vasher must be thicker ). |
— Note: As the thrust washers only are available from 2.7 - 3.8 mm graded in 0.1 mm, the dial clock reading
always must be rounded off to the next full tenth, e.q, the anticlockwise deflexion from the measure 3,00
is 0,39, then only 0.30 mn must be added to the thickness of the existing thrust vasher in order to
obtain the correct one. In case the deflexion is 0.39 clockwise, then 0,40 mm must be deducted from
the thickness of the existing thrust washer,
If the pinion adjustment with the correct thrust washer is checked, an anticlockwise deflexion of up to
0.03 mm may be existing i.e. if the anticlockwise deflexion of the dial clock from the measure 3.00 is 0,09 |
only, nothing must be added to the existing thrust washer
4.) Remove now the intermediate flange and the pinion from the gearbox final drive ¿asing and dismantle same in
order to assemble the fear cluster and intermediate flange. Re, IV "Reassembling gear cluster ",
Note: Do not caulk the tabwasher of the mainshaft retaining nut until the tooth flank play and the tooth
contact of the crown wheel and pinion have been checked,
Example A ( Re. method para, 2 a - f ). |
Length of pinion ( face of pinion to sealing surface of intermediate flange ) 156.50 mm
add 54,00 "
| В 210.50 m
Tolerance of pinion ( written upon its face ) + 20 ( positive, therefore add ) — 0,20 "
Acctual length of the piston | 210.70 mm
TELE ESAS E
Fig. 6/XIII
Erklárunz zur Triebling- und Tellerradeinstellung der Hinterachse
Comment for «djustment of rear axle bevel gear and differential drive wheel
Dessin pour ie réglage du pignon conique et roue du differentiel de
l'essieu arriere
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Nennmafie zur Triebiingeinsteilung
O Rated figures for adjustment of bevel gear
Cote nominale pour le réglage du pignon conique
Nennmafie zur Tellerradeinstellung
O Rated figures for a" Justment of differential drive wheel
Cote nominale pour ic réglage de la roue du différentiel
July 1962 | 6-1
Gearbox final drive casing |
Theoretical depth | ВЕ | - 2MN.0m
Tolerance stamped on r.h.s. 19 ( less than 50, therefore add to 211.00 ) _ 0.191 19.8
Actual depth of the casing | | 211 ‚19 m
The difference between casing | | 211.19 an
and pinion is | ВЕ | 210,70 *
0.49 ça
0.49 is the amount by which the required shim ( thrust washer, top gear bearing side )" mst be chosen thicker.
Round off as outlined under para. Vi / 2 / q.
Existing shim ( thrust washer ) 2.90 m
To be added | | о 0.40 ®
Actually to be used thrust washer 1 20m
If for example the actual depth of the casing should be 210.80 m
And the actual length of the pinion should be 210,9"
The difference between casing and pi nion would be - - 0,10 m
As this figure is a negative one, it must of coursa be deducted from the existing
thrust washer:
Existing thrust washer | 2.90 m
To be deducted ) | | | | - 0.0"
Actually to be used thrust washer 2.80 mm
Example 8 ( Re. method para, 3 a - d ).
The tolerance of the pinion is + 0,20.
Adjust the dial clock on the master gauge to a reading of 3.00.
Now turn the dial by 0.20 anticlockwise.
Insert the gauging device into the final drive casing and read the deflexion which for example. should be
0.49 anticlockwise. Again round off and therefore 0.40 must be added to the existing washer. .
A control with the gauging device part no. 501.1.2100.5 - L 3 will read in both cases ( A and B ) 0,09
anticlockwise deflexion, |
July 1962 6-1
В. Adjusting the front drive pinion, |
1.) Press the pinion with assy of the thrust washers ( 7 mm standard size ) into the intermediate casing and
tighten the hexagon nut with a torque wrench reading of 65 ft. Ins. ( 9 mkg ).
2.) For gauging and calculating the correct thrust washer { shim ) for the pinion a sliding gauge ( depthgauge )
with a netric dial is essential,
If there is no sliding gauge with metric dial available the obtained measures in inches must be converted into
millimeters,
a) Measure the Tength of the pinion i.e, from the face of the pinion down to sealing surface of the intermediate
casing.
b) Add to this measure ( which of course must be in millimeters ). 54.00 mm,
с) Take note of the tolerance which is written on the face of the pinion,
d) Add to, or deduct from the above measure ( para. b ) the tolerance of the pinion, depending upon the tolerance
being positive or negative, | |
e) Theso obtained figure, which is the actual length of the pinion from the point of intersection ( crown wheel
and pinion axis ) down to the sealing surface of the intermediate casing, now must be compared with the actual
depth of the front final drive casing.
f) The theoretical depth of the front final drive casing is from the point of intersection of the crown wheel
and pinion axis to the sealing surface of the intermediate casing, This length is 155 mm. In order to obtain
the actual measure the tolerance, which is stamped onto the front final drive casing next to the speedometer
drive assy, must be noted.
Is this tolerance a figure larger thon 50, this tolerance must be added to 154 mm,
Is this tolerance a figure less than 50, this tolerance must be' added to 155 mn.
The so obtained figure ist the depth of the front final drive casing.
g) The difference between the actual length of the pinion and the actual depth of the front final drive casing
amount which must be added, to, or deducted from ( depending upon being positive or negative ) to the
thickness of the thrust washer being used for gauging.
Remove the pinion from the intermediate casing, gauge ( micrometer ) the thickness of the thrust washer used
and add to, or deduct from the obtained measure the above difference. The now obtained figure is the thickness
off the thrust washer which must be used for correct pinion adjustment, |
As the thrust washers are only available in sizes from 6,3 - 7,5 mm graded in 0,1 mm, the obtained thickness of
the thrust washer must be rounded off tb the next full tenth of a millimeter, Never round up.
For examples The calculated thickness of the thrust washer is 7,16 mm, then the thrust washer to be used
must be 7,10 mn, |
3.) In case the gauging device complete with dial gauge part no, 501.1,2100.5 - L 3 js available, it is not ne-
cessary to use the befcre mentioned method ( para. 2 a - f ) for adjusting the pinion position,
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Front axle drive (elevation)
Traction de l'essieu avant (élévation)
July 1962 | 6-13
Proceed as follows: | |
a) Press a pinion with any of the available thrust washers into the intermediate casing and tighten wi th a
torque wrench reading of 65 ft. lbs. ( 9 mkg ). | | |
b) Bolt the intermediate casing with at least four nuts onto the front final drive casi ng using some spacers
- on the long studs.
c) Adjust the dial clock of tbe gauging. device part no. 501.1,2100,5 ~ L 3 to the tolerance of the pinion i.e.
Adjust the dial clock by means of the master gauge to a readi ng of 3.00 mm,
Turn now the dial of the dial clock by the same amount as the tolerance written upon the face of the pinion
anticlockwise if the tolerance is 2 positive one, and clockwise if the tolerance is a negative one.
4) The so adjusted gauging device is now inserted into the front final drive casing and the position of the
pinion gauged on its face, A clockwise deflexion of the dial gauge from the measure 3,00 indicates by what
amount the thrust washer must be chosen thinner ( an anticlockwise deflexion indicates the amount by what
the thrust washer must be thicker ).
Note: As the thrust washers only are available from 2.7 - 3.8 mm graded in 0.1 mm, the dial closk reading
always must be rounded off to the next full tenth, e.g. the anticlockwise deflexion from the measure
| 3,00 is 0,39, then only 0.30 mm must be added to the thickness of the existing thrust vasher in order
to obtain the correct one, in case, the deflexion is 0,39 * clockwise then 0.40 mm must be deducted
fron the thickness of the exieti ng thrust washer, | |
if the pinion adjustment with the~correct thrust washer'is:checked an anticlockwise deflexion of up to 0.09 mm
my be existing i.e. if the anticlockwise deflexion of the dial clock from the measure 3.00 is 0.09 only,
nothing must .be added to the existing thrust washer,
4.) Remove now the intermediate casing and the pinion from the front final drive casing and dismantle same in
order to mount the correct thrust washer. |
Note: Do not caulk the tabwasher of the pinion retaining nut unti 1 the tooth flank play and the tooth contact of
the crown wheel and pinion have been checked. - | |
Example A ( re. method para. 2 a - f )
length of pinion ( face of pinion to sealing surface of intermediate casing ) +. 100.50 am
Add a В — 54.00"
| | 154.50 mm
Tolerance of pinion ( written upon its face ) + 0.20 ( positive therefore add ) __ 0.20"
Actual length of the pinion 154,70 mn
July 1962 | 6 = 14
Final drive casing
Theoretical depth В 155.00 mm .
Tolerance stamped next to the speedometer drive 19 I
( less than 50, therefore add to 154.00 ) | Qu"
Actual depth of front final drive casing в 155.19 mm
| | 155.19 m
154, 70 ©
The difference between casing and pinion is | 0,49 mn
0.49 is the amount by which the required shim ( thrust washer ) must be chosen thicker, Round off as cutlined
under para. VII / 2/9.
Existing shim ( thrust washer ) 6.90 mm
To be added - | 0.40 *
Actuglly to be used thrust washer | 1:30 mm
If Le, the actual depth of the casing should be | | 154.80 mn
And the actual length of the pinion should be | 1054.00
The difference between casing and pinion would be | . 0.10 mm
As this figure is a negative one it must of course be deducted from the existing thrust washer:
Existing washer но 6,90 mm
To be added | - 0,10!
Actually to be used thrust washer | 6.80 mm
Example B ( re. method para. 3 a - d )
The tolerance of the pinion is + 0.20 mn.
Adjust the dial clock on the master gauge to a reading of 3.00.
Now turn the dial by 0,20 anticlockwise.
Insert the gauging into the front final drive casing and read the deflexion, which in this case should be
0.49 anticlockwise, Again round off and therefore 0,40 must be added to the existing washer,
A control with the gauging device part no, 501.1,2100.5 - L 3 will read in both cases ( À and B ) 0,09
anticlockwise deflexion,
Fig. 6/XV
Erklárung zur Triebling- und Tellerradeinstellung der Vorderachse
Comment for adjustment of front axle bevel gear and differential drive wheel
Esquisse pour le réglage du pignon conique et roue du différentiel |
de l'essieu avant
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(21) (14,5) En
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Nennmafe zur Trieblingeinstellung
O Rated figures for adjustment of bevel gear
Cote nominale pour le réglage du pignon conigue
Nennmae zur Tellerradeinstellung
() Rated figures for adjustment of differential drive wheel
Cote nominale pour le réglage de la roue du différentiel
July 1962
C.
6-15
Adjesting the crown wheel position: -
After pulling off the final drive side cover assy ( final drive side cover complete with «winging axle ), mark
the differential assy adjusting shim, for correct reassembling. |
However, if components of the differential must be replaced, new-shims for adjusting the differential bearing
( which also acts as crown wheel posi toning shins ) must be calculated. For calculating the thickness of these ‘
shims proceed as follows:
1.) Measure the distance from the sealing surface of the r.h.s. side cover to the face of the pressed in differential
bail race, a
In case a new final drive side cover assy ( side cover complete with pressed in ball race ) is to be used,
it is not necessary to obtain the above measure, as the assembly already has been gauged at the works, The
‘tolerance of this assy is stamped on the outside of the side cover.
In case the tolerance is a figure larger than 50, it must be added to 20.00 mm, in case the tolerance is a
figure Tess than 50, it must be added to 21.00 mm.
If by installing a new crown wheel ( always replace the complete set } either the final drive side cover or the
differential ball race will be reused, do not take any notice of the stamped on tolerance of the side cover,
but measure the distance as outlined above,
2.) Take note of the distance flange for crown wheel to flange for ball race of the differential casing. The
tolerance of which is stamped onto the differential casing. The stamped on tolerance always must be added to
14,00 mm, which is the theoretical measure, Add this measure to the above one of the side cover. ( a )
3.) Add now the theoretical height of the crown wheel, which is 31.00 mm, and add or deduct fhe tolerance of the
crown wheel, depending upon being positive or negative,
4.) Gauging the depth of the final drive casing, The tieoretical measure is 44.00 am and the tolerance is stamped .
onto the gearbox final drive casing above the differential itself.
Tolerances larger than 50 must be added to 43.00 mm
Tolerances less than 50 must be added to . 44.00 mm,
5.) The height of the intermediate ring is 24 mm. The tolerance is stamped onto the-circumference of the ring
anc figures larger than 50 must be added to 23.00 mm
figures less than 50 must be added to 24.00 mm
6.) The difference between the actual depth of the final drive casing, including intermediate ring, and the actual
height of the differential casing ( point of intersection of the crown wheel and pinion to the sealing surface
of the final drive side cover ) is the thickness of the actually to be used shim washer for the correct
positioning of the crown wheel. |
July 1962 - 6 = 16
Example:
Crown wheel
1.) Distance sealing surface of side cover to face of differential ball race 21,05 mm
2.) Stamped onto the differential casing , 45 ( to be added to 14.00 ) | 14,45 mm
3.) The tolerance of the crown wheel is - 0.19 ( negative, therefore to be deducted
from 31,00 ) 30.90 mm
Actual height of the crown wheal assy 66.40 mm
Erm ED
Final drive casing
4,) Tolerance of the final drive casing { stamped on top of the casing )
29, ( less than 50, therefore to be added to 44.00 44,29 nm
5.) Tolerance of the intermediate ring 10 ( Jess than 50, therefore
to be added to 2.00) —— _24.10m
Actual depth of casing, incl, ring _ 68.33 mm.
The difference of final drive casing £5.39 ma
and crown wheel assy | _ F540 mn
is 1.9 a
This figure is the thickness of the required shim, |
As the shims only ere available graded in 0.1 mm the obtained easure always must be rounded off to the naxt
full tenth ( also see Vil / A Adjusting the pinion" ).
Therefore in this case a shim of 1.90 mn is to be used,
D. Calculating the counter shim for. the 1.h,s differential ball race:
1.) Put the before calculated shim for positioning the crown wheel ( re. Ba - e ) onto the r.h.s of the
differential casing and press the differential casing assy into the r.h.s side cover assy { final drive
side cover with swinging axle ). Install now the side cover assy into the final drive casing. Anply some
gasket cement and tighten,
2.) Measure the distance from the sealing surface of the firal drive casing to the 1,h,s bearing flange of the
differential casing ( fig. 6 / XVI ).
Measure the distance from the sealing surface of the 1.h.s final drive sida cover to the face of the
pressed in differential ball race (fig. 6 / XII), Deduct from the difference of both these measures 0,05 mm,
The so obtained figure is the correct thickness of the counter shim { 1.h.s differential bearing adjusting shim ).
Put the above calculated shim onto the 1,h.s baaring Flange cf the differential casing
3.) The endfloat of the differential gears in the differential casing should be .004" - 0,1" ( 0.1 - 0.26 mn ).
Fig. 6/XVII
Fig. 6/XVIII
Erklärungszeichnuns cur Pruüufung des Tragbildes
Commentary drawing for determining the pitch point of mating gears
Esguisse pour determiner le point de contact des roues dentees
я /
A |
7) À
Tragbild liegt am Kopf der Zahnflanke
Pitch point too high
Point de contact trop haut
| р {
|
ls
Tragbild liegt am Fuf der Zahnflanke
Pitch point too low
Point de contact trop bas
pr —; [—]
Einwandfreies Tragbild
Pitch point correct
Point de cortact exact
July 1962 | | 6-11
E, Checking the tooth flank play ( backlash ) of crown wheel and pinion:
1.) The flank play mst be inbetween ,006" - .012" ( 0,15 - 0,30 mn),
2.) The flank play is automatically adjusted by means of the r.h.s differential bearing adjusting shim as
calculated under 8.
3.) After assembling of the final drive ascy end bolting up of the side covers fasten with the mainshaft
( pinion ) castle nut ( retaining doublerow ball race ) a finger with a length of 3,937 ( 100 mm).
4,) If this check results in an either too big or too little tooth flank play, check under all circumstances
once more the pinion and the crown wheel adjustment ( shims ). In case there was no mistake in adjusting the
crown wheel and pinion, and the tooth flank play is still out of tolerance, the r.h.s differential bearing
adjusting shim nust be corrected. |
Installing a thicker chim results in less, installing a thinaer one in more backlash.
8," After having checked tha backlash, paint the crown wheel with red lead or prussian blue and turn the dif-
ferential several times so that the pinion will make an impressica on the teeth of the crown wheel,
F. Checking the tooth contact: |
1.) Diagnosis: Narrow impression on the face of the tonta,
Correction: Pinion must be brought closer to crown wheel axis, therefore use a slightly thicker thrust washer
on the pinion ( rainshaft ).
Recheck tooth flank play ( backlash ), if necessary readjust crown wheel position.
2.) Diagnosis: Narrow impression ca the flank of the tocth.
Correction: Move pinion away from the crown wheel axis, therefore install a slightly thinner thrust washer
on the pinion ( mainshaft ).
Recheck tooth flark piav ( backlash ) if necessary correct croun wheel position.
3.) A "spot-on" adjustrant of the crown wheel and pinion with backlash within tolerance, will show an elliptically
shaped impression across the face and flank.of the tooth.
G. Adjusting the crown wheel position ( front axle ):
This method is similar to the one anplied for the rear axle with the following exceptions.
1.) The adjusting shim for the crown wheel is installed on the 1.h.s ana the counter shim on the r.h.s.
2.) There is no intermediate ring (8/5). The depth of the front final drive Gasing is 68 mm
( also see B / 4 ). Tolerances larger than 50 are to be added to 67 mm,
Tolerances less than 50 are to be added to 68 mm,
July 1962
a)
Group 8: Electrical equipment on Steyr - Puch motor cars.
Structure:
The battery box consists of acid-proof insulating metería] and is devided into six cells, Each cell contai ns
a set of negative and positive plates made of lead grids filled in with chemically active substance and
separated from each other by insulating plates ( separators ), The electrolyte is constituted by diluted
sulphuric acid. Each eell 1s closed by a cover which seals the cell tight and acid-proof, The filler holes are
closed by cell plugs which at the same time serve as air vents, As the positive plates under onesided strain
would bend, negative plates are arranged at the ends of each set of plates, This obviously means that every
set contains one more negative than positive plates Contact rails and terminals are lead plated or entirely
made of lead as this metal is not attacked by sulphuric acid.
Operation:
The battery is a galvanic cell in which the chemical conversion occurri ring when di scharci ng may be reversed by
supplying electric energy { charging ).
During discharging, sulphuric acid is split up. Upon the positive plates, whose active substance consists
of lead sponge, lead sulphate is formed. Concurrently water is formed and the specific gravity: decreases,
When charging water is split up, sulphuric acid is formed and the lead peroxide as well zs: the lead sponge
are regenerated, the specific gravity of the acid increases, Hence the concentration in a reliable guide to
the charging condition. tt can be determined by a hydrometer, provided the battery has received correct
maintenance, D
The following values will be obtained, provided that acid of specific gravity has been used originally:
The acid of a well charged battery has a specific gravity of 1.285.
The acid of a half-charged battery has a specific gravity of 1.20,
The acid of a discharged battery has a specific gravity of 1.12.
Preparing hew batteries for operation
The batteries supplied on Steyr-Puch motor cars drycharged to approx, 80%. in.emergency cases these batteries
may be put into operation without prior charging, after being filled with the proper acid,
However, we recommend to charge the drycharged batteries as stipulated below:
1.) Unscrew cell plugs, remove cardboard washers and plastic ribbons if fitted.
2.) Fill all cells with chemically pure sulphuric acid of a specific g avity of 1.285 at 68° Е ( 20° C ) ie,
32° Baum ( for the tropics with a specific gravity of 1 ‚23, i.e, 27° Baum ) up to .2* ( 5 mm) above
the upper edge of the separators. Do not use metal funnels,
3.) Let the battery stand for a period of 5 to 6 hours during which the acid Jevel will drop as the plates
will absorb acid. After that top up to the former level.
4,) Connect the positive terminal ( + ) of the battery to the positve terminal of a D.C. charging unit and the
negative terminal ( - ) of the battery to the negative terminal of the D.C. charging unit.
July 1962 | 8-2
5.) Switch on the battery charger and charge at a rate of 2,4 - 2,6 Am. for initial charging. For normal 7
charging at 3. 4-4 ô Amp, Do not use under any | ci ircunstances a boost charging unit, During charging de do
rot screw on te col plugs. a ce A
6.) Gecasionally measure the acid ( electrolyte ; temperature, fox, permissible tempereture ou F ( 40 с).
If this tengerature is is code, reduce thé % charging amperage and extend correspcodingly the chergino
peri od.
7.) Charge for about 10 hours, but continue chargi ng #11 all the cells gas uniformly and til] at three successive
checks carried out at t intervals of one hour the specific gravity of the acid and the voltage of each of the
cells have been equal. Then the specific gravi ity must be 1.285 and the voltage 2.6 - 2.7 V per cell, This
measurement is done by switched on sharging current.
8.) Two hours after terminated charging, check the acid level, top up if necessary. Apply battery grease upon metal
9.) When installing first connect the positive lead, then the earth strap. ... _
Note: The circuit on Steyr - Puch cars has negative earth. Therefore the earth strap dhe must be connected
to the negative ( - ) terminal of the battery,
d) Maintenance: | TT
1.) Keep the battery clean and dry. Pay particular attention to cable connections. Grease metal parts, especial ly
the underside of terminal slamps, Ensure that the air vents of the cell plugs are open,
2. ) Inspect the acid level weekly, if necessary top up. Top up with distilled water to replace. eveporstod
Tiquid. If acid has been spilled, top up with acid of the same specific gravity.
3.) Determine charging condition by measuring the specific gravity. Recharge if necessary.
e) Laying up the battery: |
1.) Inzcase of intermittent use, or laying up of the , battery, racharge © ory y 6 to 8 vocks but only HIT all the
cells gas unifornly. By no means overcharge. Check acid level. E. UAT
2.) Never leave an acid filled battery uncharged. Keep acid filled and éhätged ‘batteries in a соо] place.
3.) Sulphated batteries must be cherged for 40 hours at 1/4 of the normal 1 charging rate, Y then ‘charged at full
rate,
f) Troubles: | Co Cause: В a tems a
Battery sulphated 1) Short circuit in the cable ‚system 1 рас! cable system, rectify
2) Short circuit betueer the plates, 2) Have battery repaired by
chemically active substance fallen | specialist. a
out or damaged separators. 8 | ВЕ
3) Constant unde: r-chargi ng | | 3 Increase generator output
a (‘cutout adjustment ),
inspect connections.
July 1962
L) Excessive self discharging caused — 4) Drain the battery and fill with
by cemtaminated acid, sulphuric acid of the correct
specific gravity.
Positive plates are too 1) Constant overcharging, 1) Check cutout adjustment, Replace
soon exhausted, | battery or have it repaired,
Voltage at terminal too Tow. 1) Terminal connections oxidized. 1) Clean terminals and connections,
apply battery greass,
Dyna-starter: Bosch LA/ EJ160 / 12 / 3000 + 1.0R (1/5).
For Steyr - Puch motor cars Bosch dyna-starters are used in which dynamo and starter motor are united to a
single unit,
Test data:
N max, = 240 W
J max, = 20 A
N max, = 10000 RPM
0 Watt = 2800 RPM
Cutting-in speed = 2900 to 3000 RPM
Nominal speed = 3000 to 3200 RPM
Starter current = 300 A
Battery voltage = 9V
Torque = 1.8 mkg.
The short circuiting measurements of the starter is carried out with blogked flywheel upon a fest bench
at a temperature of 68° F ( 20° ¢ ) and half-charged battery. Starter current and battery voltege are to
be measured 2 sec. after switching on.
When connecting dyna~starter and cutout make sure that all cables are connected to their respective terminals.
Therefore the DF — terminals have a fixing nut resp. fixing screw that cannot be removed. The respective cables
have open-end cable sockets, whereas for D+ and D- normal round cable sockets are used,
The gauge ( cross section ) for cables to be used must be:
Terminal 30 h: min, 0.35 sq.in. ( 25 sq. mm ) |
Terminal 30 / 51: min, 0.38 sq.in. ( 25 sq. mm ) and .006 sq.in. ( 4 sq. mm )
Terminal DF: min, .0016 sq.in. ( 7 sq, mm)
Termina? '50: min, .0016 sq.in. ( 1 sq. mm )
Terminal D+ / 61: min, .006 sq.in. ( 4 sq, mw) and .0016 sq.in. ( 1 sq. mn).
July 1962" - 8.4.
b} Structure:
‘The main components of the dyna-starter are:
The pole casing with 4 pole shoes
The starter field coils
The dynamo introduction winding
The armature with armature winding and commutator
The carbon brushes and brush holders
The end covers,
c) Working: |
The dyna-starter is one of the most important items of the elctrical equipment. |
1.) As starter motor it has to overcome engine compression, piston and bearing frictions etc. The appropriate motor
to be employed is an electromotor through tha induction winding ( starter field coil ) ef whi ch. the full starter
current flows, thus attaining a considerable torque, Such a motor is called a compound motor, as when working
as starter motor field coils and armature are connected in series, while whan operating as dynano field coils
and armature are connected in parallel,
Once the engine is started, the starter field coil is awitched off.
2.) As dynamo it is driven by the engine and has to supply current to the various electrical components of the
vehicle and to charge the battery. This task, however must be fullfilled under very special conditions, as
the engine speed being subject to considerable fluctuati ons, particularly during toun-dri ving or driving
mountainous areas the dynamorspeed will vary accordingly. Voltage and amperage are depending upon dynamo
speed, thus also the output of the dynamo, In order to render the dynamo capable of meeting these varying
requirements it must be fitted with a regulating device. Therefore the dynamo is always coupled with a so-
called cutout switch ( voltage regualtor ) situated Somewhere apart from the dynam.
The basic working principle of the dynamo consists of the following:
An armature is rotating in a magnetic field, the armature carrying copper windings in the slots of its core,
With the armature revolving these windings cut the lines of magnetic force of the magnetic field between the
poles of the machine, thus creating electronotive force in the arsature windings, Thus, provided there is a closed
circuit, there is a flow of current which the carbon brushes take from the commutator segments and feed to
battery and consumers via connecting cables, The dynamo is designed as a D,C. shunt machine,
Its armature and induction winding are comected in parallel, The current needed for induction of the magnetic
field is generated by the machine itself and is branched off from the armature current.
At the beginning of the starting process there is only a weak magnetic field between the pole shoes; which
is created by the residual magnetism left in any piece of soft iron ( pole shoes ) once magnetized. When
the lines of magnetic force of the field are cut by the revolving armature windings, a low voltage will be
produced during the initial revolutions and induction current, though not very strong at first, will reinforce
the already existing magnetic field,
July 1962
d)
8-5
Thus the electromotive force created in the armature windings increases with increastog-sposd, This process is
repeated til] the machine is fully inducted, |
For the regulation of the dynamo see the chapter on the voltage regulator cutout switch.
Dynamo maintenance:
1.) Vee ~ belt tension,
~The Vee - belt servesto transmit the power from the starter motor to the crankshaft and then to ‘drive the dynamo,
Therefore their correct tension is important. You should be able to depress them by about .4 - ,8" ( 10 » 20 m1).
Note: When adjusting Vee - belts make sure that always both Vee - belts ara tightened equally i.e, there must
be the sane number of spacer shims inbetween both the pulley halves, On previous models there have been
uded 12 spacer shims, six for each Vee - belt. When removing spacer shims from the pulley halves the
removed ones must be added underneath the special nut, On recent models the intermediate half of the pulley
has been reinforced so that only 6 spacer shims are required.
2.) When executing repair work on the electrical equipment there is always the danger of causing short - circuits.
We therefore suggest to disconnect the groundstrap ( earth strap ) from the battery,
3.) Carbon brushes:
Every 7500 - 9500 miles ( 12.000 - 15.000 km ) inspect the condition of the carbon brushes which must be
perfect, They must move freely in the brush holders, Carbon brushes holders must be absolutely free from dust,
oil or grease, If these parts are dirty or if they jam, thus no longer rest upon the commutator under the
correct pressure, clean them with a.clean, petrol-soaked cloth and let them dry afterwards. Also clean the
brush holder by compressed air. If a carbon brush is worn to the extent that the spring or the Jead soldered
upon the brush. threatens to make contact against -the brash holder it must be replaced.
Use genuine Bosch carbon brushes for replacement, only they ensure sufficient durability, correct resistance
and right size,
4.) Commutator:
The state of the comutator surfaco is highly important for the perfect woking of the dynano, The surface
should be uniformly smooth and should have a greyish aspect; moreover it must be free from dust, oil and
grease, The commutator must run absolutely true, as otherwise the brushes would have bad. contact. thus .
impairing a trouble free supply of electricity, Clean dirty commutators with a clean, petrol soaked cloth,
let them dry aftervardo.Commutators that have become worn ( max. out of true: ,012" ( 0,03 mm ).or scored
are to be skimmed off by turning in a lathe { do not turn off more than necessary ), then saw out ( undercut )
the insulationsbetween the indi vidual terminals of the commutator, Before refitting the armature, smooth the
comutator surface by using very fine glass paper ( never use emery cloth ) and clean the commutator by
compressed air, |
5) Lubrication :
The dynamo is fitted with ball bearings which need not to be lubricated especially as the special grease
contained in them will last to the next dynamo repair. Strip the dynamo every 15.000 miles ( 24.000 km ),
wash the-cld greess out with petrol and put in nes Bosch special grease.
July 1962 | | | | 8-6
e) Trouble elimination: |
In case of troubles occurring inthe generating equipment note that the cause must not always be looked for
in the dynamo or the cutout switch, but may also be with the battery or the wires. For troubles that may
occur we give the following list of possible causes and theif remedies.
a) Battery is not charged or not charged
sufficiently: |
1.) Brushes do not rest properly upon the 1.) Check brushes, clean or replace them,
commutator, are jammed in their quides, are
worn out or oil-covered or dirty.
2.) Comutator dirty or contafimedud by — 2.) Clean commutator,
lubricating oil. |
3.) Comutator -vorn out 3.) Skim commutator by turning, undercut segments.
4.) The Tead 30 / 51 between battery and 4.) Repair or replace leads or straps, tighten
reguistor-or ground strap from battery or dynamo connections,
logse or damaged. |
5.) Battery defective — 5,) Have battery repaired in « specialist workshop
6.) Interruption, grounded or short=circuited 6.) Check dynamo, have it repaired ina specialist
vinding in. dynamo, workshop.
7.) Cutout adjustment too low, requistor 7,) Adjust voltage regulator cutout switch. or replace
cutout defective. | if defective.
8.) Vee - belt too loose. 8.) Adjust Vee - belt tension.
b) Charging contre lamp does not light with switched en ignition and stationary engine.
1.) Charging control lamp burnt out 1.) Replace lamp,
2,) Battery discharged. 2.) Charge battery.
3.) Battery defective. 3.) Replace battery or have it repaired.
y 4.) Cables 61.30 or 31 disconnected or 4.) Repair cables, tighten connections.
defective,
5.) Cutout switch defective, 5.) Replace cutout switch.
¢). Charging comtrol Jamp does not extinguish at increased revolutions.
1.) Cable 61 grounded 1.) Repair or replace cable.
2.) Replace cutout relay or replace fuse by a
copper wire dia, L026" { 0.65 mm ). Install a
groundwire dia .0337 sq.in, ( 2.5 sq.m } from
dynamo to regulator support,
July 1962
Voltage requlatcr and cutout switch:
Bosch-voltage regulators type RS / 7D / 160 / 12 / A 3 united with the starter selenoid or RS / TBA 160 / 12 / 1
with a seperate starter selenoid type -SSM / 120 L / 47 Z are used.
For models with full interference suppression Bosch-voltage regulators type RS / UAM / 160 / 12 / 1 br RS / TBA
160 / 12 / 1 (tropical equipment) with sepatate starter selencid type SSM / 120 L / 47 Z are used;
The Bosch -voltage regulator is a combined uni t where voltage regulator, cutout switch and starter selenoid
are housed under the same cover. |
The voltage regulator is a socalled 2-contact switch and works after the system of progressive control, reducing
the voltage with increasing load, Therefore a discharged battery will be charged with high voltage current,
whereas a well charged battery vin be charged with low voltage current, This prevents overloading of the
battery,
a) Starter selenoid:
1.) Structure
The starter selenoid consists of:
The U-shaped bracket.
The magnetic core,
The induction winds ng.
The contact carri er with contacts,
2.) Working
By pressing the starter button the induction winding upon the magnetic core is set under tension, which renders
the iron core magnetic; the contact carrier is attracted and closes the contacts. Over the thus closed
contacts, current flows from the battery through the starter field coils, the armature winding and via
earth strap and body back to the battery, turning the engine in operating direction. After releasing
the starter button the circuit in the winding of the starter selencid is interrupted and the spring-
loaded contact carrier opens the contacts, thus switching off the starter winding, |
b) Voltage regulator-cutout switch:
Cutout
1.) Structure
Important parts:
The selenoid bracket, the selenoid core, the regulator contact carrier, the cutout contact carrier, the
cutout contacts and the regulator contacts, |
The seleneid core carries the voltage coil, which consists of many windings of thin wire and the current
coil which consits of a few windings of thick wire, Regulator carrier and cutout carrier are suspended
upon leaf springs which act against the attractive power of the selenoid core.
July 1962 - 8.8
2.) Function of the cutout switch:
With the engine turing slowly ( or stationary ) the dynamo must be automatically disconnected from the battery
as n this case the dynamo voltage is lower than the battery voltage and the battery would be discharged via the
dynamo. | |
With the engine speed increasing, the слой contact carrier automatically connects the dynamo in. parallel
with the battery. Hence the dynamo takes charge of supplying current to the consumers and of chargi ng the battery,
3.) Working : a
The cutout contacts close as soon as the engine has reached sufficient speed, the cutting-in speed, Through the
e effect of the voltage coil the contact carrier of the cutout is attracts ed and the dynamo is connected ja parallel
with the battery, | ;
The voltage of the dynamo being in this case slightly higher than that of the battery current Flows from the
dynamo to the battery, The battery is charged. |
This current that now flows through the current coil is an additional warrant that the cutout contacts remain
firmly closed as Tong as the engine speed is sufficiently high,
The cutont contacts open as soon as the engine speed decreases to the extent that the dynamo voltage is lower
then that of the battery and that the "return current" becomes effective encugh for the current coil to push
off: the cutout contact carrier. a
The charging contro] lamp i s connected with the cutout contacts, It is connected in series with the fonition
switch and connected to the terminal 61 of the voltage regulator, It lights as long as the ignition is
switched on and the dgnamo is stati onary or has.a lower voltage than that of the battery i.e. as long as the cutout
contacts are open. Because of the fall in voltage between battery and dynamo a current flows from the positive
terminal of the battery via the charging lamp to the positive brush, The lighting of the Tamp indicates that the
ignition i$ switched on but that the dynamo is not yet vorking: The lamp will extinguish as soon as the dynamo
voltage reaches the battery voltage and the cutout contacts close, Then the Tam is short-circuited, The
Tte extinguishing of the lamp indicates that the dynamo is working and that it is connected to the electric
system, This however does not always mean that the dynamo is charging. ( See fig. 8/1). —
с) Voltage regulator :
1.) Working
During the first stage of regulating the outer-fixed requlator contact and. the outer contact of the contact carrier
are opening and closing in rapid succession some 50 - 200 times per second. At the moments these contacts are open
a resistance is connected in series with the induction winding which will Tower the voltage of the dynamo. Due
to the high frequency the voltage is maintained at a constant value, a 4
With further increasing revolutions of the dynamo. the contact carrier win be further attracted by tke voltage
selenoid so that the inner fixed contact and the inner contact of the contact carrier are commencing to operate,
When these contacts are closed, the induction winding’ of the dynamo is short-circuited. Again the opening and
the closing of these contacts occur in rapid succession, thus maintaining the voltage within the permissible
range.
Current coil
Voltage coil
/
A A
MY
YY
Cutout contact
carrier
J
Alas
À
A A
A
V
A A A
АДА! |
ГУ |
y O Prue
Starter selencid | |
| Fuse ===? 1 { Resistance - № Inner contact
— 30h 30051 050 DF d+ 9 67
с O 30% Dr Q Dr
Dynamo field
4 | 2 coi!
fs ” | maw
но | уе vag amen yom ге |
Зупа-5127*ег Bosch type LA / EJ 160 / 12 / IXX + TOR (1/5!
Voltage regulator « cutcud switch 35 7 20 362 / 12/43
Fig.8/1
| + Startér button
Battery
|
Xr
i
+
cynamo armature
Starter field coil
Reguiater contact
Cuter contact
July 1962
d)
The current coil through which the entire dynamo current flows, Towers the output voltage slightly with
increasing load thus protecting the dynamo against overloading, This type regulator has an inclined
characteristic curve.
Maintenance:
The voltage regulator cutout switch requires no maintenance. Requlators, thecextacts_of which do -not-lenger meet
the requirements must be replaced.
Adjustment of the idling voltage and of the return current:
Do not open the sealed regulator box during the period of guarantee as Bosch refuses all claims for compen-
sation in such a case,
1.) Checking idling voltage:
For checking the idling voltage a D.C. revolving coil voltmeter with a range of 20 V is required.
Proceed as follows: |
Discomect the lead 30 / 51 at the positive terminal of the battery.
Connect the positive terminal of the voltmeter to the terminal 30 / 51 (B + / 30) of the voltage regulator.
Earth the negative terminal of the voltmeter.
Reconnect the lead 3 / 5] to the positive terminal of the battery, start the engine, adjust a slightly
increased dling speed and disconnect the lead 30 / 51. at the pesitive terminal of the battery.
increase slowly the engine speed unti? the voltmeter reaches its max. deflexion and note the idling voltage.
Idling voltage for Busch or Bären - batteries : 14.5 - 15.1 Volt.
In case the voltmeter reads a voltage of 14.5 - 14,7 Volt, a readjusting of the idling voltage is not neces-
sary, |
Increase the engine speed to 4 000 RPM. At this speed the above indicated voltage should not change by more
than + 0.1 Volt.
During the above operations the cover for the regulator must be fitted and the engine must have operating
temperature,
2.) Readjusting idling voltage:
a)
If adjustment becomes necessary remove the regulator cover, Bend the fixing bracket of the reailator contact
carrier slightly inwards in order to chtain a higher idling voltage ( Fig. 8 / {1 ) and slightly outwards for
lower idling voltage. This operation is carried out by means of the regulator adjusting tool ( fig. 8/ It ).
The engine must be at operating temperature,
Note: When reinstalling the cover for the regulator the adjusted idling voltage will automati cally diminish
by approx, 0,1 - 0.2 V.
In order to prevent short-circuiting when reinstalling the regulator cover switch off the engine ( do пой с:
connect the positive lead of the battery ). Recheck idling voltage.
July 1962
3.) Checking the return current:
For checking the return current an Amperemeter with charge and discharge 1 ndi cation and.a range of
15 - 0 - 15 is required, |
Proceed as follows:
Disconnect the positive lead at the positive terminal of the battery and connect to this cable the negativ
terminal of the Ameter. The positive termiral of the “meter is connected to the positive terminal of the
battery, | |
Before starting the engine short-circuit the Ammeter i,e. reconnect the lead 30 / 51 as otherwise the Ammeter
would be damaged by the starter current, After starting the engine disconnect the lead 30 / 51. |
Increase engine speed until a positive reading of the ammeter is indicated ( carging ), then switch off the
engine. The engine speed will decrease and the finger of the Ameter will return to zero, pass zero and
indicate discharging before it will return to zero. The discharging current indicated is the socalled
return current and should be between 4 - 9 fmperes. In case the ammeter indicated a 5 ‘mp. return current
it is an indication that the cutout switch disconneoted the dynamo from the battery at 5 AVP.
4,) Adjusting the return current:
Before adjusting the return current check the charging condition of the battery by means of a Hydrometer,
The battery must be at Teast half charged. In case the above check has been carried out with an insuffi-
ciently charged battery, check once more the return current with a fully charged battery.
Should the return current be less than 4 Amp, or more than 9 Amp, the battery is exposed to additional
- and unnecessary strain, therefore readjust the cutout switch.
b)
Remove the regulator cover and disconnect the Ammeter at one terminal and bend the fixing bracket of the
cutout contact carrier slightly inwards to obtain a lower return current (Fig. 8/ 11.) and slightly
outwards for higher return current.
Reconnect the Ammeter and check the return current as outlined under Para 3 "Checking the return current",
After the return current has been adjusted correctly close the cover of the regulator ( stationary engine )
and connect the lead 30 / 51 at the positive terminal of the battery.
5.) Residual charging current:
a)
With fully charged battery and an acid temperature of 859 F ( 209 C ) and day driving the charging current
should be 0.8 - 1.0 Amp. In case the battery should not be fully charged the charging current will be
correspondingly higher.
Ignition:
Ignition coil .
The case of the ignition cojl contains an iron core carrying the primary winding ( low voltage ) and the
secondary winding ( high voltage ). At every ignition point the contact breaker interrupts the primary
current, the magnetic field collapses and creates a high tension in the secondary winding. This high tensien
will be transmitted to the spark plug electrodes by means of the distributor.
age regulator ediusting tool
.—18 —
«10» 14—
| A = J
e в | memo 4
LILA:
110
All measures are quoted in mm
egul B RS/ZD 160/12 A3
Only bend slightly
Return current 7 ÓN —— Iéline voltage
4-9 Amp 780 14,5 = 15,1
Cutout contact carrier + > - + 4 -
Voltage regulator
contact carrier
Fig. 8/11
„ff
f
7
4
1
fúr Steyr-Daimler-Puch
VJU 2 BR... nach ZV2/5753
Zündverteiler E 12/54
Schaublatt
1363
EZU Bl.2
snition distributor A ——————————— ;
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fe
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BOSCH
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8 | Verstellinie
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8/1V
Fig
8/V
Fig
July 1962
b)
Condenser:
— Two strips of aluminium foi] and insulating paper inbetween are coiled up and.set into a bax. The condenser is
connected in parallel to the contact breaker, prevents the forming of sparks and contacts and also prolengs the
life of the breaker contacts causes quicker collapsing of the magnetic field, which in turn will increase the
tension of the secondary winding.
Checking the ignition coils and the condenser:
When checking ignition coils or condensers by means of usual checking devices make sure that the components
are checked at operating temperatures. |
Inition:
The maximum engine output is obtained when the mex. combustion pressure occurs immediately after the piston
has passed top dead center ( t.d.c.). As the fuel / air mixture takes some time until it is fully inflamed
i.e, has reached its nex. conbustion pressure, the ignition must take place at a certain position of the
piston before t.d.c. The ignition advance gauged at the double Vee « belt pulley should be ,236 - ‚275 in.
(6-7m ) before t.d.c. |
The advance must increase with increasing engine speed,
Centrifugal advance mechanism: о |
The centrifugal advance mechanism of the distributor has the task to adjust automatically, following a
specific curve, the ignition timing required for the various engine speeds, Thus the engine operates at any cranke
shaft speed with its corresponding max. output. The max, advance of the distributor is 37 (1.77 (45 m))
gauged at the double Vee - belt pulley ( fig, 8/ III). The centrifugal advance may be checked by means of a power
timing Tight (fig. 8/ IV). |
Closing angle: | ‘
À correct closing angle of the contact breaker points is most important for a troublefree working of the ignition
system- The closing angle is the angle during which the breaker points are closed, With increasing the number
of revolutions the closing periods become shorter and shorter so that the current of the primary winding cannot
reach its maximum, |f the closing angle ig its initial setting is too small it might cause misfiring at high
revolutions, If on the other hand, the closing angie is too large it entails excessive current in the primary
winding, the ignition coil becomes too hot and the breaker contacts will be destroyed.
The closing angle on Steyr - Puch motor cars is 57 « 63°, The closing angle is checked by means of a distri-
butor tester and may be adjusted by altering the contact breaker gap { fig. 8 / V ). Gauge the closingngle
at idling speed, then increase engine revolutions to approx. 4000 RPM and note the closing angle once more,
At this speed the closing angle may be smaller by a max, of 3° than at idling speed. Is the difference more
than 3, the distributor is mechanically worn out. A more or less correct closing angle is obtained with
new breakerscontacts and a gap of 0,15" ( 0.4 mm ),
July 1962 | 8 - 12
VI.
Adjusting the head lights: | |
Place the vehicle loaded with four persons at a distance of 16.4 ft. (5 n) in front of a vertical wall and
switch on both the head lights, The centre of the beams must be at the same height as the centre of the head
lights. With dipped head lights the line between light and shade on the wall must be 2 (5 cm ) lower than
the centres ef the head light beams. Adjusting is done by turning the retaining nuts of the headlight assys.
Wiring diagrams
Repair work on the wiring system always should be carried out in conjunction vith the wiring diagram.
July 1962
В - 13
Conversion table for wiring diagrams:
schwarz
blau
weiB
braun
rot
grin
lila
grau
geib
orange
‘black
“blue
- white
brown
red
green
1ilac
grey
yellow
orange
July 1962
WO DD wi CCT FO 3 a
CD wd ON WW MA er ©
19
Wiring diagram
|, Standard model
Headlamp 1.h.s.
Headlamp r.h.s.
Trafficator, front 1.h.s.
Trafficator, front r.h.s.
rafficator 1.h.s.
Trafficator r.h.s.
Windscreen wiper
Electric horn
Horn button
Speedometer illumination
Headlamp control Tight
Trafficator control light
Oil pressure warning light
Charging control light
Switch for windscreen wiper
Fuse box
Trafficator switch
Trafficator relay
fgnition Tight switch
Dipper switch
Brake light switch
Starter switch
Battery
Voltage requlator
Dyna-starter
Oil pressure contrôl switch
Ignition coil
Distributor
Combined tail brake trafficator light 1.h.s.
Combined tail brake trafficator light r.h.s.
Number plate lam
Reading lamp
8-14
July 1962
+ Co o
LN
{m ©) ~3 On
Wiring diagram
||. Model with camouflage equipment.
Headlamp 1.h.s.
Headlamp r,h.s,
Camouflage light - -
Trafficator, front. 1,h.s.
Trafficator, front r,h.s.
Trafficator, 1.h.s.
Trafficator, r.h.s.
Windscreen wiper
Electric horn
Horn button
Speedometer illumination
Headlamp control light
Traffictor control light
011 pressure warning light
Charging contro] light
Switch for windscreen wiper
Fuse box
Trafficator switch
Trafficator relay
ignition light camouflage switch
Plug
Dipper switch
Brake light switch
Starter switch
Battery
Voltage regulator
‚ Dyna-starter
. 01) pressure control switch
Ignition coi]
Distributor
Combined tail brake trafficator light 1,h.s.
Combined tail brake traficator light r.h.s.
Number plate lamp 31 Reading lamp
Camouflage tail light Spark plugs
Night march device
8 8
Camouflage brake light 40 Fuse 25 A
Starter selenoid
8 - 15
July 1962
m OO = Fw NY —
Wiring diagram
. III, Model with tropical equipment
Headlamp 1,h.s,
Headlamp r.h.s.
Trafficator, front 1.h.s.
Trafficator, front r.h.s.
Windscreen wiper -
Electric horn
Hern button
Speedoneter iTlumination
Headlamp control light
Trafficator control light
Ci] pressure warning light
Charging contro? light
Switch for windscreen wiper
Fuse box
Trafficator switch
Trafficator relay
Ignition light switch
Dipper switch
Brake light switch
Starter switch
Battery
Voltage regulator
Oyna-starter
011 pressure control switch
lgnition coil
Distributor
Combined tail brake trafficator light 1.h.s.
Combined tail brake trafficator light r.h.s.
Number plate lamp |
Гизе 25 А
Starter selenoid
8 «16
DIAGRAM
STANDARD MODELS
WIRING
I.
~
x
$
or
a
ZA YMHDS
Zum
aa
e
%
NY
INWdINDA AOVIINONYO HLIM STICON ‘IT
- o PP I -— — —l aa a — + —
WIRING DIAGRAM
III. MODELS WITH TROPICAL EQUIPMENT
SCHWARZ
SCHW nl
— Group 10 : Special tools
List of tools
Engine:
Flywheel holder with box wrench
Puller for camshaft timing gear
Driver for camshaft timing gear
Valve-lifter for removing and installing
split cones |
Driver for oil seal, flywheel side —
Driver for oil seal, pulley side
Dummy shaft for clutch plate
Tappet clearance adjusting wrench
Aligning fork for cam follower
Flywheel puller
Connecting rod aligner
Device with dial clock for checking clutch
withdrawal ring and flywheel for end float
and out of true
Face cutter for sushrcew vaive
Device for chacki ng backlash of camshaft
timing gear — a
Hammering = in tool for mushroom valve
" Fork for adjusting oil pump casing
Gearbox and chassis
Driver and guide for oil seal, clutch shaft
Driver and guide for oil seal, differential Tock
Locker for pinion, hub gear, 14 teeth
Driver for oil seal, propeller shaft
Compressors for road springs
Jig for adjusting selector forks
Gauging device for adjusting crown wheel
and pinion
Puller for outer race, pinion bearing
Device for pressing in and out gear cluster
and front drive pinion
Device for checking alignment of front
swinging axles
501.1.1001.5 - W &
501.1.5520,2
501.1,5533
501.1.55.021.0
501.1,5522
501.1.5523
501.1,5524
— 501,1,55.0%,1
501.1.55.038.1
501,1.5531.2
501.1.55.049.1
501,1,55.051.0
501.1.55.055.0
501.1.55.047.0
501.1.55.052.1
501.1.55.053.1
700.1.21.000.5 § 42
700.1.21,000,5 H 50
700.1.55.087.2
700.1.55.088.2
700.1.55.040.2
700.1.55.041,2
501.1.2100. 5 L 3
100.1.55.088.2
700.1.55.043.0
700.1.41.155.2 L 14
July 1962 10 - 2
1 Device for checking alignment of rear
swinging axles 700.1.34.176.7 L 4
] Face cutter for final drive side cover 501,1.55,048,0
Assembly trestles
1 Engine assembly trestle 501,1,1001.5 W 1 æ
1 Front axle assembly trestle 700.1.21.000.5 № 19
1 Rear axle assembly trestle | 501.1.2100.5 W &
Application of special tools
Engine | _
Flywheel holder with box wrench, part no, 501.1.1001.5 - H 4,
is used for locking the flywheel when umdoing or tightening-the flywheel. retaining holt.
The bracket of the flywheel holder is i nserted into the two upper fixing holes of the engine mounting flange
and bolted onto thé flywheel. At the same time the special box wrench is fixed so that undoing and tightening
of the retaining bolt is an easy and safe job,
Puller for camshaft timing gear, part no. 501.1.5520.2, ;
is used for pulling off the timing gear from the crankshaft. The mushroom type plug must be inserted into the
screw hole of the crankshaft, the puller is slid behind the timing gear from the side and all components of
the crankshaft are pu]led off, |
Note: The Tocating key for the double Vee-belt pulley must be removed first.
- Driver for camshaft timing gear, part no, 501.1.5533 ,
for mounting of the camshaft timing gear. Insert the key in the crankshaft, slide on the timing gear with the
chamfer pointing towards the crankweb, line up with the key and press on with the driver.
Valve Tifter for removing and installing split cones part no. 501.1.55.021.0,
fasten the bracket into a benchvice and fasten the cylinder head by means of the wing-nuts. Mount the lifter
either on the exhaust flange - or intake flange studs, compress the valve springs and remove or insert the
split cones,
Driver for oil seal, flywheel side, part no, 501.1.5522,
Apply some gasket cement on the circumference of the oil seal and install by means of the driver.
Note: The sealing edge of the oil seal must be greased prior to iestalling.
Driver for oil seal pulley side part no. 501.1.5523 ,
proceed as above.
Pos. 501.1.5520.2 Pos, 501.1.5533
Pos, 505.1.55,021.0
Pos. 501.1.5522
Pos. 501. 1.5523
Pos. 501.1.55.034.1
July 1962 10 - 3
Dummy shaft for clutch plate part no. 501.1.5524 , | | |
11sert the dummy shaft into the auxiliary bearing of the flywheel retaining bolt, slide on the clutch plate and
install the clutch assy, |
Tappet clearance adjusting wrench , part no, 501.1.55,034,1 , |
after slackening of the tappet locknut, The tappet clearance is adjusted by means of the built in screwdriver.
After the adjusting, the screw is also kept in position by the screwdriver for locking the nut,
Aligning fork for cam follower, part no, 501.1.55.038.1 ,
After installing of the cam followers into the crankcase halves, the camshaft complete with its bearing is
inserted into the resp.crankcase halves and the contact of the cam followers, on each cam checked. - ( Cas:
and can follgwer aust be absolutely parallel ). If necessary bend the cam followers by means of the aligning
fork,
Flywheel puller, part no, 501.1,5531.2 ,
~ After undoing the flywheel retaining bolt remove the flywheel holder, fasten the flywheel puller by means
of the two bolts and pull off.
Connecting rod aligner, part no. 501.1.55.049.i , |
Insert the device in place of the cylinder before installing the piston. Fit the gudgeon pin and check the
parallelity of the gudgeon pin to the face of the device. If necessary bend the connecting rod by means of
adjusting forks.
Note: The gauging device, as well as the crankcase must be absolutely clean.
Device with dial clock for chedking clutch withdrawal ring for out of true and flywheel for end float and out of
true, part no. 501.1.55.051,0 ,
Fasten the bracket onto the Tower engine fixing studs and adjust the dial gauge onto the withdrawal ring.
By turning of the flywheel, the out of true of the withdrawal ring can be gauged, Through axial movement
of the crankshaft, the end float can be determined.
Face cutter and hamering-in tool for mushroom valve, part nos, 501.1.55.055.0 and 501,55,052,1. |
If the valve seat of the oil pressure control valve ( mushroom valve ) has become too wide or defective, the
valve seat is cut to a sharp edge by means of the face gutter. After inserting the mushroom valve into the
hamering-in tool, insert the tool into the oil pump cover and tap gently forming the valve seat,
Device for checking backlash of camshaft timing gear, part no. 501.1.55.047.1 ,
Remove the oil strainer elbow on older type engines, on later models remove the oil strainer at the bottom
of the crankcase and the oil pump intake elbow. Mount the device instead and adjust the "puppi-tast" onto
the ‘tooth flank of the timing gear,
Stacken off all tappet adjusting screws in order to have no pressure on the camshaft. Rock the camshaft timing
gear Dy means of a soft pin inserted through the oil drain hole and note the backlash.
July 1962 | 10 = 4
Fork for adjusting oil pump casing, part no. 91,1.55.053.1 ,
In case of excessive backlash of the timing gears, slightly slacken off the oil pump fixing screws and move
the oil pump towards the crankshaft by means of the adjusting fork ( hammer gently ). Tighten the oil pump
and make sure to check the backlash once more hy means of the device 501.1.55.047.0,
|... беагбох and chassis:
Driver and guide for oil seal, clutch shaft, part no. 700.1.21,000.5 - W 42 ,
Slide the guide onto the splines of the clutch shaft, lubricate the oil seal at the sealing edge and also
~~ on the circumference. Slide onto the guide and: press in by means of the driver.
Guide and driver for oil seal, differential lock part no. 700,1,21.000.5 ~ ¥ 50 ,
| Screu the guide into the shaft of the differential lock shift fork, lubticate the oil seal, apply some gasket
cement on the circumference and press in by means of the driver,
Locker for pinion, hubgear, part no, 700,1.55.037.2 ,
to lock the pinion when undoing or tightening the pinion retaining nuts on the half shafts,
Driver for oil seal propeiler shaft, part no 700,1.55.038.2 ,
for pressing in of the oil seal into the bearing flange of the backbone tube,
Compressors for road springs, part no. 700,1,55.040.2 ,
for compressing the road spring for removing and installing. Always use a pair of compressors diametrally
opposite each other,
| Note : Release the spring slowly because of their considerable pressure, .
Jig for adjusting selector forks, part no 700,1.55.041.2 ,
Clamp complete gear cluster with intermediate flange into the jig and adjust the selector forks as outlined,
Gauging device for adjusting crown wheel and pinion, part no 501.1.2100,5.- L 3 ,
For Gauging the position of the pinion adjust the dial clock on the master gauge and insert into the final
drive casing. For detailed instructions see under "Adjusting crown wheel and pinion",
Puller for outer race, pinion bearing part no, 700.1.,55.039,2 ,
After removing of the retaining plate insert the puller into the needle Searing ( from the final drive casing )
put the cross piece across the gearaox and pull out the bearing by means of the spindle,
Device for pressing in and out gear cluster and front drive pinion, part no. 700.1.55.043.0 ,
a) This device has a wide range of application and consists of the following parts:
A tahle shaped support vith two remvahle supporting plates.
A locking ring for the drive pinion vith three locking notches,
Special twintube driver for pressing the gear cluster and layshaft into the intermediate flange,
A special split washer to insert between the fourth speed gear wheel and the 3rd ~ 4th synchronizer assy
when pressing out the gear cluster.
Pos, 501.1.5531.2
Pos. 501.1.55,049.1
Pos. 501.1.55.038.1
Pos. 501,1.55.051,0
Pos. 501.1.55,045,0
Pos. 501.1.55.047.0
Pos. 501.1.55.053.1
Pos. 501.1.55,052,1
Pos. 700.1.21,000,5=-W42
Pos. 700.1.21.000.5-W50
Pos, 700. 1.55.037.2
Pos. 700.1.55.041,2
Pos. 700.1.55.040.2
Pos. 501,1,2200.5-L3
Pos, 700, 55,039.2
Fig. la
Роз. 700. 1,55. 043.0
Fig. 1
2 | Fig, 2a
Pos. 700,1.55.,043,0
Fig. 3 Fig. Ja
Pos. 700.1.55.043,0
Fig. 6 Fig. 6a
Fig. Fig. 8
Pos, 700.1.41.155.2 - L 14
Pos. 700.1.55.043.0
Fig. 9
Pos. 700,1.34.176.1 - L Ц
Fig. 9 a
July 1962 | 0-50
Tubular driver for pressing in the mainshaft - pinion ( with all four gear wheels removed ) into the inter-
mediate flange and for pressing in the front drive pinion as well,
A split tubular support for pressing the mainshaft - pinion out of the intermediate flange. ( With all four
gear wheels removed )
Two bolts for Fixing the intermediate casing onto ‘the special too? in order to Tock or to undo the pinion
| retaining nt,
And) - shaped plate for pressing out of the front drive pinion.
A wing - shaped spacer for supporting the intermediáte flange during pressing out of the gear cluster,
b) Application:
1.) Pressing the gear cluster and layshaft out of the intermediate flange: |
Insert the special split washer inbetween the fourth gear wheel and the 3rd - 4th synchronizer assy | ( fig. la )
and insert. the intermediate flange. assy into the slot of the table ‘shaped support such that the synchronizer
| clutch sleeve vil] engage in the slot, Support the intermediate flange by means of the wing ~ shaped spacer across
the slot and press out by means of the special driver using an arbor press { fig. 1 )-
2, ) Pressing in and out of the inner race of the pinion needle hearing:
— Remove the circlip and support the inner race y means of the three notches of the ooking ring ( Fig. 2 and 2a ).
3.) Pressing in of the gear cluster and layshaft into the intermediate flange:
Remove hoth the supporting plates, of the table shaped support and turn it upside down, such that the open end is
. upside. Put the main cluster vith the pinien domvards into the opening provided for the pi nion, and the
layshaft into the hole provided for it ( fig, 4 , arrows ).
Install the intermediate flange and press it on by means of the special twintube driver ( fig. 5).
4,) Pressing in and out of the pinion for pinion adjustment, For this purpose use the tubular driver and the split
tubular support ( fig, 6 and 6a ). |
5.) Undoing and tightening of the retaining nut of the front drive pinion:
For this purpose fasten the intermediate casing onto the table sheped support by means of the two long bolts ( fig, 7) ,
6.) Pressing in and out of the front drive pinion. For pressing out the U - shaped plate is put behind the speedometer
worm gear, Support the |} ~ shaped plate on the press and press out ( fig. 9 ).
For pressing in, use the special tubular driver ( fig. Ja ). For pressing out of the inner race of the pinion,
see fig. 8,
Device for checking alignment of rear swinging axle, part no. 700.1.41.155,2 - L 14,
For checking the front half axle for alignment, put it onto the device and insert the vertical gauging spindle
and then the horizontal one, the latter must lie flat and parallel on its support,
July 1962 В | | 10-6
Device for checking alignment of rear swinging axle, part no. 700.1.34.167.1 = L 4 ,
For checking the rear half axle for alignment put it onto the device and insert the gauging spindle, This must
be parallel to its support, after that put on the control block, the mark of which must correspond with the
marking of the spindle support, |
Face cutter for final drive side cover, part no. 501,1,55.046.0 ,
Due to excessive tightening of the fulcrum pins, it is possible that the side covers will be distorted, In case
such side covers are installed on the final drive casing, they might damage the differential bearings.
Therefore prior to installing of the side cover - swinging axle assy the side cover: should be checked and if
necessary its sealing surfacesurfaced, by means of the special face cutter, Only cut off the absolute minimum
as otherwise the crown wheel pinion adjustment would no longer be correct,
Assembly trestles:
Engine assembly trestle, part no, 501. 1001. 5-й 1,
for supporting the engine assy for efficient repair werk, The engins 16 supported on tte hs and r.h.s.
at the cooling fins ( flywhee] side ) and strapped down on the pulley side by means of a toggle engaging
in the hole of one of the crankcase bolts. The engine may be turned and tilted by n means of this device,
Front axle assembly trestle, part no, 700. 1.2 000.5 -W 19,
for supporting the front axle assy during repair work. The front axle assy may be turned by means of this
device.
Rear axle assembly trestle, part no. 501.1.2100.5 - Wh,
for supporting the rear axle assy during repair work, The rear axle assy may be turned by means of this device.
Pos, 501.1.55.048.0
Pos. 501.1.1001.5=-W1
Pos. 700.1.21.000.5-W19 Pos. 501.1.2100.5-Wh
November 1963
[RE ес Group 12 : Tolerances and Wear Limits
Genera) hints
12-1
The applied conception of wear limit is to be understood in such way that parts should not be reinstalled any more in
case they approach or reach the stated measure. In order to ascertain the wear limit of the piston and cylinder, the
011 consumption of the engine in cuestion has to be taken into consideration.
1 Engine
1/0 Cylinder, piston and crankcase
1/01 cylinder ovality
1/02 piston - cylinder - clearance (bore - día. 80)
1/03 weight - difference of pistons
1/04 gudgeon pin - clearance of pistons
1/05 crankshaft - main bearing - bores dia, of crankcase
1/1 Piston rings
1/11 top - piston ring
1/12 middle - piston ring
1/13 ai] scraper
1/14 clearance at the piston ring gap
1/15 piston ring side clearance (when pressed into the groove, the
circumference of the ring should be 0,0118" under the circumference
of the ring band)
1/2 Connecting rod
1/21 gudgson pin play of the small end bush
1/22 deviation of the right - angled position
1/23 the difference of weight between the two connecting rods
1/3 Crankshaft
1/31 crankshaft with dia.1,929" main bearing +)
1/32 auxiliary bearing +)
Newly fitted Wear limit
0,0719" - 0,0059" 0,001968"
0,00157" - 0,00196" 0,04724"
max. 5 grammes
0,0004" - 0,0028" 0,00039"
2,16535" - 2,16609"
0,00157" - 0,00276" 0,05906"
0,0118" - 0,00236" 0, 05906"
0,00078" - 0,001968" 0,00393"
0,0118" - 0,0177" 0,03937"
1,0048"
max. 0,00196"
max. 0,00157"
max. 77,15 gr
0,00339" - 0,00402 0,00709"
0,0236" - 0,00362 0,00787"
+)The bearing-clegrancees quoted are correct if the crankcase halves are bolt together with a torque wrench reading
of 28,932 ft.1bs, (4 mk).
November 1963
1/33 big end bearing radial
1/34 big end bearing axial.
1/35 crankshaft end clearance
1/36 permissible eccentricity for journals
1,37 permissible ovality for journals
1,38 permissible ovality for connecting rod journal
1/41 flywh-e] side clearance
1/42 flywheel height clearance
1/43 flywheel unbalance
1/5 Camshaft
1/51 eccentricity for camshaft
1/52 camshaft axial clearance
1/53 cam height 0 2360
1/5 tooth flank clearance —
(camshaft - camshaft timing gear)
1/55 camshaft bearing play
1/6 Valves
1/61 length for valve spring
Jength stressed with a pressure of 103,635 lbs. 25 7°.
1,62 clearance between valve quide and intake valve
1/63 clearance between valve guide and exhaust valve
1/64 valve stem - valve seat olay
1/65 valve - face width intake
1/66 valve - face width exhaust |
1/67 valve - face obliquity
1/08 valve - stem diameter for intake valve
1/69 valve - stom diameter for exhaust valve
1/7 Rockers, cam followers and lever for fuel pump
1/71 clearance rocker - axle for rods
1/72 clearance camfollower - axle for camfollower
Newly fitted
0,0746" - 0,00327"
0,00591" - 0,00984"
0.0669" - 0, 01142"
max, 0,00059"
max. 0,00059"
тах. 0 07781"
max. 0,01575"
max. 0,770 gr
max, 0.00039"
max. 0,00787"
0,0047"
0,0039" - 0,057"
0,00157" - 0 00323"
0, 98425"
0,10138" - 0,00220"
009138" - 0,00220"
max. 0,0079"
0,03150"- 0,03937"
0,0397" - 0 04724
45°
0,3139" - 0,31378"
036500 03600”
0,00150%: - .0, 00264"
0, 00050" - 0, 00064"
12 - 2
Wear limit
0,00551"
0,02362"
0,02362"
0,07198"
0,00118"
0,0118"
0,0433"
0,00394"
0,00394"
0,00894
~ 00,0039"
November 1963
; 4/73 valve clearance intake - exhaust
1/7% clearance for fuel pump lever
1/8 Compression pressure
1/9 Cil pum
1/91 axial play for pump gears
1/92 t oth flank clearance
1/93 clearance for oil pump housing - gears
1/94 oil pressure at mashmon valve - idling speed
oil rressure for mashroom valve at 45 RPM
oi! pressure difference from 3500 to 5000 RPM
spring fr pressure release valve in normal state +)
1/95 oil pressure control switch opens at
1/96 spring for bypass valve in normal state ++)
“2 Clutch
2/4 Clutch - plate
2/11 side clearance for clutch plate
2/2 Clutch pressure - plate
2/21 pressure plate eccentricity
2/22 withdrawal race ecrontricity
2/23 total unbalance for clutch
2/24 clutch spring (red) norma? length
2/25 clutch spring 44,10 Tbs * 5 % load oy pressure 0,98425"
2/26 adjustment of the clutch measured from clutchplate to withdrawal race
2/27 dead travel at the clutch pedal
+ ) The 0,55118" pre-tension is adaquate t a pressure of 7,497 lbs.
++) Pre-tension of 0,3937" is adaquate te a pressure of 1,6758 lbs.
Newly fitted
0,00591" - 0,00787"
0,00150" - 0,00264"
92,456 psi - 113,792 psi
TA ama fam eae mar men Ear
0,00157" - 0,00276"
max, 0,0047
0,00315" - 0,005
21,336 psi - 42,212 psi —
64,008 psi - 78,232 psi
max, 14,224 psi
1,92913" - 0,03937"
11,3792 psi - 17,0688 psi
1,77165" - 0,03937"
max. 0,01969"
max. 0,0787"
max. 2,31 gr
4,4732"
blockheight 0,72835"
0,55118%.- 0,57087"
0,59055" - 0, 78740"
12 - 3
Wear limit
~
0,00394"
71,120 psi
0, 00394"
0,00787"
21,336 psi
0,00394
November 1963
3 Gearbox
3/1 Crown whee] - bevel pinion
3/11 crown wheel - bevel pinion tnoth flank clearance
3/12 mounting in bearings of the gear wheel at inion:
radial clearance:
1st gear
2nd gear
3rd gear
bth gear |
3/13 mounting in bearings of the gear wheels at pinion:
axial clearance:
1st gear
2nd gear
3rd gear
kth gear
3/2 Differential assembly
3/21 differential assembly axial play
3/22 differential wheels axial clearance
3/23 sliding joint play
3/24 spherical seat of small diff.wheels inside diff. casing
3/3 Synchronization
3/31 length of the synchr. springs:
blocking ring 1st - 2nd gear
throughbore |
sackbore
3/32 length of synchr.springs:
blocking ring 3rd - 4th gear
3/33 length of synchr.smrings:
blocking ring crawler gear
through bore
sack bore
Newly fitted
0,00591" - 0,01181"
0,00071" - 0,00193"
0,00071" - 0,00193"
0,00071" - 0,00193"
0,00055" - 0,00157"
0,00394" - 0,02827"
0,0304" - 0,03335"
0,0287" - 0,01890"
0,00394" - 0,133)"
0,00197"
0,00394" - 0,0118 = —- SU
0,00767" - 0,00244"
2,71653" dia.
2 each 0,21654"
2 each 0, 46063"
4 each 0,46063"
2 each 0,21654"
2 each 0,46063"
2-4
Wear limit
0,00315"
0,00315"
0,00315"
0,00276"
0, 03150"
0, 03543"
0,02362"
0,02165
6,0984"
272440" día,
November 1963
3/4 Locking springs
length of all 4 springs
3/5 Selector forks
3/51 selector fork - selector ring - clearance
1st - 2nd gear axial
3/52 selector fork - selectorrring - clearance
3rd - 4th gear axial
3/53 selector fork - selector ring - clearance
reverse gear axial
3/54 selector fork - selector.ring - clearance
crawler gear axial
3/6 Layshaft
3/61 clutch shaft - play for needle bearing of fixing screw for flywheel
3/62 reverse shaft - reverse gear wheel play
3/7 Crawler gear
3/71 crawler gear wheel and synchr.gear
radial play
axial play
4 Backbone tube
4/1 bearing clearance for propeller shaft radial
4/2 bearing clearance for propeller shaft axial
4/3 propeller shaft out of true
5 Axles
5/1 Threaded stud - threaded bush -
5/11 flank clearance
6 Front axle
6/1 for the differential gear of the front axle the same data are available as quoted by 3/11, 3/21, 3/22, 3/23
12 - 5
Newly fitted Wear limit
0,82677"
0,00709" - 0,01850" 0,03543"
0,00709" - 0,01850" 0,03543"
0.01063" - 0,01654" 0,03150"
0,00709" - 0,01850" 0, 03543"
0,00079" - 0,00119" 0,00236"
0,00315" - 0,00480" 0,00669"
0,00071" - 0,00193" —0,09150"
0,00787" - 0,02047" 0,02362"
0,00197" - 0,00472"
0,03937"
max. 0,01575"
0,00079" - 9,00315" 0,00394"
November 1963
— 6/2 Axle arm
6/2 upper swivel pin - bronze bush clearance
6/2 bronze bush - lower swivel pin clearance
6/23 axle arm axial clearance
- 7 Steering assembly
UA steoring shaft - bashing clearance
1/2 steering play.- measured at steering wheel circumfrrence
7/3 axle for relay lever clearance
8 Brakes
8/1 Brake shoes
8/11 thickness of Tining
6/2 Brake drum
8/21 brake drums - inner diameter
8/22 brake drums - taper
8/23 brake drums - height clearance
8/24. brake drums - side clearance
9 Springs |
9/1 length of front spring
length of rear spring
Newly fitted
max. 0, 00894"
max. 0,00984"
max. 0,00984"
8,97636"
8,97636"
9/2 front spring pre-tensioned to 6,22046" is adequate to a pressure of 617,4 166.5 7
9/3 rear spring pre-tensioned to 6, 22066" is adequate to a pressure of 765,135 lbs = 7%
9/4 diameter of the spring bar
| front
rear
0,5518
0.590558
“Wear limit
0-00” -0,01575"
0 0,0205 0,01575"
0,00197" - 0,00561* - 0,019697
- 0,00469" - 0,00650" 0,03543"
о 2 36220"
0.00035" ~ 0,00804"
0,15748" 0,0590"
8,46455" - 647597"
8,5361"
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